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+Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: History of Steam on the Erie Canal
+
+Author: Anonymous
+
+Release Date: December 28, 2006 [EBook #20209]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK HISTORY OF STEAM ON THE ERIE CANAL ***
+
+
+
+
+Produced by Bryan Ness, Irma Špehar and the Online Distributed
+Proofreading Team at https://www.pgdp.net (This book was produced
+from scanned images of public domain material from the Google Print
+project.)
+
+
+
+
+
+HISTORY OF STEAM
+ON THE
+ERIE CANAL.
+
+
+Appeal for the Extension of the Act
+of April, 1871, "to Foster and
+Develop the Inland Commerce
+of the State,"
+
+FOR THE BENEFIT OF THE CANALS
+AND THE
+COMMERCIAL COMMUNITY.
+
+
+_NEW YORK, JANUARY, 1873._
+
+
+NEW YORK:
+EVENING POST STEAM PRESSES, 41 NASSAU STREET, COR. LIBERTY.
+1873.
+
+
+With Respects of the Author,
+
+155 Broadway, N. Y.
+
+
+HISTORY OF STEAM
+ON THE
+ERIE CANAL.
+
+
+SCREW PROPELLERS FROM 1858 TO 1862.
+
+During the maple sugar season of the spring of 1858, a well-to-do farmer,
+of western New York, whittled out a spiral or augur-like screw-propeller,
+in miniature, which he thought admirably adapted to the canal. He soon
+after went to Buffalo, and contracted for a boat to be built, with two of
+his Archimedean screws for propulsion by steam.
+
+Although advised by his builders to substitute the common four-bladed
+propellers, he adhered to his original design, and with one propeller at
+either side of the rudder--called "twin-propellers"--she was soon ready for
+duty. She is the vessel known to history as the _Charles Wack_.
+
+She carried three-fourths cargo and towed another boat with full cargo, and
+made the trip from Buffalo to West Troy in seven days, total time,
+averaging two miles per hour. But she returned from Troy to Buffalo, with
+half freight, in four days and sixteen hours, net time; averaging three and
+one-twelfth miles per hour, without tow.
+
+This initiated the series of steamers from 1858 to 1862, and, with others
+that soon followed, created a general enthusiasm in behalf of steam
+transportation, which led to a trip through the canal that fall, on a
+chartered steam-tug, by the Governor of the State, the Canal Board, and
+other notables, and with public receptions, speeches, &c., at different
+cities along the route.
+
+That boat was soon followed by the _S. B. Ruggles_, a first-class steam
+canal-boat, built by the Hon. E. S. Prosser, of Buffalo, with a first-class
+modern propeller, and with double the engine capacity of the former.
+
+The _P. L. Sternburg_ soon followed, and was a first-class boat, with
+modern twin-propellers, but with less engine capacity than the _Wack_.
+
+The same season there were some local steamers built to run regularly
+between different cities on the line of the canal.
+
+The following season of 1859 was the most active year the Erie Canal has
+ever known in regard to steam.
+
+The _C. Wack_ was sold to Mr. Prosser, who took out her Archimedean
+propellers, and substituted a modern propeller, and doubled her engine
+capacity, and reproduced her as the _City of Buffalo_.
+
+The _Gold Hunter_ was produced by the Western Transportation Company, of
+Buffalo. She was a short, oblong tub, with a square, box-like bow, and
+rounded stern, designed only to carry machinery and coal, and was to be
+recessed into the stern of ordinary horse-boats by cutting away an
+equivalent space therefrom. She was designed to make a trip on the canal,
+and be immediately transferred to another boat for return trip, thus to
+avoid the usual loss of time at the termini of the canal. She was abandoned
+after a brief trial.
+
+The canal-boat _Niagara_ had the Cathcart propeller supplied, which
+consisted of a union of the propeller and rudder by a universal joint in
+the shaft, and so adjusted as to unite them for steerage purposes. This
+design was tried on the steamer _Cathcart_, upon the Chesapeake and Ohio
+Canal, in 1858, and with considerable newspaper _eclat_.
+
+The _Rotary_, of New York, was a new steamer for freighting purposes, with
+a rotary engine and common propeller. This occupied but little space, and
+worked prettily on exhibition.
+
+The _Eclipse_, of New York, was new, and had oscillating propeller engines.
+
+
+SCREW-TUGS.
+
+The _Gov. King_ was a medium-sized New York harbor propeller, and made
+repeated trips with three boats in tow, and one trip with five boats. She
+was so slow as to be unremunerative, as compared with horses.
+
+The Western Transportation Co., after the failure of the _Gold Hunter_,
+built two powerful tugs, the _Washington_ and _Lafayette_. They were soon
+withdrawn.
+
+Mr. Prosser built the first-class tug, _Stimers_, but she had a short canal
+history.
+
+The tugs, _Bemis_ and _Dan Brown_, made good runs each, with three boats in
+tow, but were short-lived canallers.
+
+
+PADDLE-WHEELS AND OTHER DEVICES.
+
+During these years the paddle-wheel system was thoroughly tried, and under
+varied circumstances.
+
+As the locks prevented the use of side-wheels for full freights, an
+adjustable stern-wheel was tried. This could be raised or lowered in
+adaptation to the light or full cargo.
+
+The _H. K. Viele_ was a first-class canal steamer, with stern-wheel and
+vertical, or excentric, acting paddles. These were considered by some as
+peculiarly well adapted to canal purposes, yet in practice proved
+otherwise.
+
+The _Fall Brook_ was built by Mr. John McGee, of Seneca Lake renown, for
+towing purposes, intending to establish a line between Seneca Lake and New
+York city; but her canal abilities were so poor as to cause her withdrawal
+to lake duty.
+
+She had powerful engines, with vertical acting paddle-wheel, set amidships
+between twin-hulls, with a full flow of water from bow to stern, and was
+decked across forward and aft of her wheel.
+
+The _Lady Jane_, of Utica, was a bow paddle-wheel boat with small engines.
+She accomplished but little.
+
+As paddle-wheel canallers have proven less efficient than screw propellers
+they are more limited in numbers.
+
+Other contemporary devices were tried.
+
+The canal-boat, _Oswego_, had her stern recessed to receive a submerged
+horizontal, centrifugal-acting water-wheel, which received water at a
+central and ejected it at a periphery opening for propulsion.
+
+This opening could be turned for steerage or backing purposes. She was
+altered at Green Point and received good machinery at Brooklyn, but was
+soon restored to horses.
+
+Duck's-feet paddles were experimented with at Buffalo. A scull propulsion
+was tried upon the Hudson. Also hinge-bladed propellers, to open and close
+with a fore-and-aft movement at the stern. This last device was tried by a
+Doctor Hunter, who has more recently tried a "Fish-Tail Propeller," the
+blades being made of rubber, to imitate the form and elasticity of the
+tail, with mechanical imitations of movement.
+
+It is hardly necessary to add that these devices were all worthless, and
+others of miscellaneous character may have been tried, yet without merit.
+
+
+REMARKS.
+
+Wealth, experience and skill have marked this first era of steam, and
+though combined, they utterly failed. Both Mr. Prosser and the Western
+Transportation Co. were owners of fleets of splendid lake propellers, and
+were wealthy, with interests intimately identified with canals. It is
+evident there was no want, either of money, mechanical resources, or
+knowledge of canal business as basis of their failures with steam.
+
+Capital flowed into the steam enterprise from various resources, and
+ambition multiplied experiments, but with no appreciable success.
+
+The difficulties lay beyond the reach of capital and beyond the reach of
+known resources, and no adequate knowledge had been developed to solve the
+problem. Therefore, after suffering failures for several years, the State
+wisely volunteered to add extraordinary inducements by a large
+appropriation to encourage success. It could not have been to encourage the
+reproduction of former failures by the repetition of former trials.
+
+The inquiry is therefore proper, as a lesson from the history of the early
+era of steam, what are the difficulties? Why has steam failed so absolutely
+and so universally? Why did the State subsequently offer a large bounty to
+foster and develop steam.
+
+Obviously there is some hidden difficulty, some unknown inability, because
+steam is the arbiter of the age, it is the great supreme motor of man's
+agencies throughout the world, hence we come from the sublime to the
+ridiculous when we use it to load boats at Buffalo, to be towed 350 miles
+by horses.
+
+The lessons of the early era are worthless for repetition. There is no
+better screw-propelling machinery known than was then tried and abandoned;
+but the lessons are of value to discover the difficulties which must be
+remedied; to teach that the success of steam lies beyond the reach of
+publicly known mechanical resources.
+
+The trials establish plainly and incontrovertibly that the failures were
+owing to the want of _mechanical adaptation_ to required duty; to a
+_mechanical inability_ to utilize the power of the steam; to a _mechanical
+waste_ of power beyond their ability to control or remedy; and that the
+wasted power was extravagantly large and the utilized insignificantly
+small. A very intelligent captain of one of the best and most powerful
+steamers known to the Erie Canal, who had a full and carefully-kept log,
+stated that when his engine _exceeded_ a hundred horse-power of steam, he
+could only equal twelve horses on the tow-path. Thus over seven-eighths of
+his power was wastefully developed in order to render one-eighth useful.
+But this occurred when he was moving only two loaded boats--the steamer and
+one in tow--but when moving four boats--three in tow--the _percentage of
+utility_ was lessened, and he could not exceed eight to ten per cent. of
+his steam, as shown in slower movement, when fewer horses on the tow-path
+could equal him.
+
+The steamer is a reservoir, and its rotatory power is free to be developed
+"_inversely as its resistances_." Hence, when fastened to a pier, it is all
+developed in its receding currents, and _per contra_ when moving; if its
+machinery had a perfect fulcrum, it would all be developed in the run of
+the boat; consequently, on rivers and lakes, with fine-lined steamers, that
+cut the water like a knife, it is like standing in a small boat and pushing
+from a large one, but on canals, with their full bows, it is like standing
+in a large boat and pushing from a small one; the little one runs away with
+the power. The more than 100 square feet area of immersed section of the
+full bow represents the large boat, and the dozen square feet effective
+area of propeller blades, set at an easy angle for spiral motion and
+recession velocity, is the little one that squanders the power so
+extravagantly. Increase in number of boats increases this contrast. The
+propeller blades of a good canaller will move twelve to fifteen miles, in
+their line of spiral movement, to get two to three miles headway for the
+boat.
+
+_A correct scientific analysis_ can trace the developments of the
+eighty-five to ninety per cent. of the inherent power of the steam that is
+wasted on the common canal-boat, and that has no resultant effect whatever
+in the motion of the boat, just as positively as it can trace the
+co-developments of fifteen to ten per cent. that is utilized and that moves
+the boat.
+
+The practical man sees the truths of these statements. He sees steam used
+with small, medium and large engines for canal purposes, and sees them all
+fail to meet the economy of transportation established by horses; but he
+would just as soon put men on the tow-path to compete with horses as to put
+horses into his elevators to compete with steam; and that, because in the
+elevators the power of the steam is chiefly utilized, whilst on the canal
+it is chiefly wasted.
+
+It is therefore conclusive that there is an absolute necessity for a NEW
+MECHANICAL SYSTEM, for a radically different system of transmissive
+mechanism, for a system that can develop a considerable portion of the
+power of the steam in the movement of boats.
+
+The variations of the old systems of propulsion that are being continuously
+tried are worthless, in the very nature of the case, because they are in no
+sense a remedy for existing inabilities, and because they do not, in any
+sense whatever, meet the difficulties.
+
+
+STEAM IN 1871 AND 1872.
+
+SCREW PROPELLERS.
+
+Soon after the Act of April, 1871, to foster and develop the inland
+commerce of the State, the steam canal-boat _Cathcart_ was tried. She is
+like the _Niagara_ of 1859, and has not been continued in the trade.
+
+The canal-boat _George Barnard_, afterward called the _Andrew H. Dawson_,
+was tried, and has run through the season of 1872. She has a common
+propeller in her bow, with a recess from the water-line inclined to twenty
+feet aft to the bottom. Her propeller, therefore, forces the current
+against this incline and along the bottom in retardation of its progress.
+Hence, she cannot be expected to excel former trials.
+
+The _Eureka_ is an iron boat, built at Buffalo, with twin-propellers at her
+bow, set in recesses, at a diverging angle, to throw the water from the bow
+along the sides of the boat. She is built, by men of canal experience, with
+compound engines, and was designed to be a superior boat for canal
+purposes. But her _mechanical currents_ at and against the bow must have a
+retarding tendency, not compensated by any other considerations.
+
+The _George A. Feeter_ is also a twin-propeller, with diagonal, channel
+waterways on each side for about twenty-five feet, when they merge into a
+larger channel about five feet forward of the rudder. Her propellers are
+set in these channels, about ten feet aft of their side openings. With her
+propellers thus housed, the mechanical currents against the aft-sides of
+her channels are very damaging to her efficiency.
+
+The _Wm. Baxter_ is also a twin-propeller, like the _P. L. Sternburg_, of
+1858, and with compound engines, like the _Eureka_ and the _Dawson_. She is
+built of yellow pine, with easy lines, and so low as to be unable to carry
+five-sixths of a horse-cargo of wheat or corn below deck, so that her
+lightness gives help to cargo, and her sharp bow and stern to speed. But
+her construction and model were long since abandoned by canal-boat
+builders.
+
+The _Wm. Newman_ is a common propeller and double-deck boat, and carries
+two hundred and ten tons. She is much like the _Ruggles_ of 1858, but has
+less steam capabilities.
+
+The _Charles Hemjee_ was built upon the Western Division, with a
+tunnel-shaped encasement to her propeller. Of course she is reported as
+"very slow."
+
+The _John Durston_ had a propeller built in with her rudder, and driven
+with a vertical shaft, extending down through a cylindrical rudder-post,
+but was unfit for service.
+
+
+PADDLE WHEELS.
+
+The _Port Byron_ is a stern, paddle-wheel boat, with vertical or eccentric
+acting paddles, and is like the _Viele_ of 1858. She has a recess the
+entire length of her bottom of several square feet area, intended to
+facilitate a flow of water from the bow, but the flow does not occur; the
+mechanical currents of the wheel will be from the nearest water, and not
+from ninety feet forward.
+
+The _Montana_ is a similar stern-wheeler, without the recess.
+
+The _Success_ consists of two sections, to be disconnected for passing the
+locks, with paddle-wheel machinery at the bow. Her wheel, inside of the
+paddles, is a drum or cylinder, filled with cork, to be buoyant, and the
+hull has an easy, scow bow, for the water to pass under the boat.
+Practically, the large drum makes her a horizontal, cylindrical-bowed boat,
+and she mechanically throws the water therefrom against the scow-shaped
+bow, and so that the cylinder displacement with the mechanical currents,
+and the scow-bow displacement, combine to make her _very slow_. With her
+two sections she brought one and a half cargoes of corn.
+
+The _Excelsior_ has a horizontal, eccentric-acting paddle wheel, and was
+built of light iron at Green Point. She had a recess at the bow for her
+submerged wheel, and, when thus tried, found the retarding effects of the
+mechanical currents at and against the bow so great, as to cause her
+original bow-propulsion to be made stern-propulsion, when she was much
+improved. She was tried with cargo for a short distance on the canal, and
+withdrawn.
+
+The _Fountain City_ is a common boat, with machinery at her stern. She has
+two submerged horizontal, excentric-acting paddle-wheels, each of small
+diameter. These are placed under her quarters, in the rudder cross-section,
+and she is steered by her machinery. The characteristics of these wheels
+are like the _Excelsior's_, and the eccentric variations of both--together
+with the _Byron's_, _Montana's_ and _Viele's_--are known as old devices of
+secondary merit on river, lake and ocean steamers.
+
+The _Santiago_ is a scow-boat, with a recess, or flume, the whole length of
+her bottom, to a stern propeller. Her steam was soon abandoned.
+
+An endless-chain propulsion was tried upon the Western Division, without
+success.
+
+A common canal-boat has been experimented with at Brooklyn to propel her by
+the reaction of a powerful blower or fan. This was driven first by a
+ten-horse, and next by a forty-horse stationary engine, and afterwards by a
+forty-horse oscillator. Each failed to move her from her slip, and the
+conception proved an absurdity.
+
+In addition to these, local steamers have been run between different cities
+for local purposes, more or less, since 1858, and steam-tugs have been
+brought into requisition occasionally.
+
+
+OBSERVE:
+
+This review presents the important fact, that NO NEW MECHANICAL SYSTEM HAS
+BEEN INTRODUCED.
+
+The screw-propellers and paddle-wheels are multiplications from the former
+era. The variations from the common propeller and paddle-wheel, in the
+miscellaneous devices, are all under _reductions of merit_.
+
+All the bow-propulsions, and all the variations from the _Viele_,
+_Sternburg_ and _Ruggles_ of the former, and the _Byron_, _Baxter_ and
+_Newman_ of the present era, are inferior, whether viewed practically or
+scientifically.
+
+Hence, steam has received no mechanical advancements since 1858; and the
+efforts of 1872 are as positive and determinate failures as those of 1862.
+
+
+THE TRIALS OF STEAM IN 1872 LESS ECONOMICAL THAN IN 1858 TO 1862.
+
+It should be observed that the first trials of steam in 1858 were made
+during a season of low water, and when the Canal Board had limited the
+loading of boats to four and three-fourths feet draught of water, which,
+later in the season, was increased to five feet, and in subsequent years to
+six feet, as continued to the present time.
+
+Among the most successful trials of the first era of steam on the canals,
+may be mentioned the _H. K. Viele_, _P. L. Sternburg_, and _S. B.
+Ruggles_. Each could carry three-fourths cargo and tow a full cargo, and
+each exceed the speed of horse-boats.
+
+Among the most successful trials of the present era may be mentioned the
+_Port Byron_, _Baxter_, and _Newman_. Each can carry five-sixths of a
+common cargo, and exceed the speed of horses.
+
+In the early era of steam, _the prominent policy_ was to combine towage
+with carrying capacity by the steamer, for economical expedition. In the
+present era, it has been to make the carrying capacity of the steamer, in
+itself, economical and expeditious.
+
+This latter policy has arisen under the Appropriation Act of April, 1871,
+which limits the minimum cargo to two hundred tons, and the minimum average
+speed of three miles per hour. But these limitations must cover a superior
+economy of freight transportation to that by the former trials with steam.
+Else, they are worthless; else, they are failures, as in 1862, and their
+general introduction impracticable.
+
+As in the steamers _Byron_, _Baxter_ and _Newman_, _there is nothing
+mechanically new_, in variation from the _Viele_, _Sternburg_ and
+_Ruggles_--these trios being _respectively mechanical counterparts of each
+other_; the paddle-wheels of the _Byron_ and _Viele_, the twin-propellers
+of the _Baxter_ and _Sternburg_, and the common propellers of the _Newman_
+and _Ruggles_, being respectively identical--the economical features are
+easily considered.
+
+The first trio can carry 200 tons at good speed; the second can carry 180
+tons, and tow 240 tons; total, 420 tons, at good speed.
+
+To the first trio, two boats of each class must be altered; two sets of
+machinery must be furnished; two corps of engineers maintained, and coal
+for two round trips must be supplied, with incidental expenses to two
+steamers, to move 400 tons of freight.
+
+To the second trio, only one boat of each class is to be altered; one set
+of machinery furnished; one corps of engineers maintained, and coal for one
+round trip supplied, with the incidental expenses, to move 420 tons of
+freight.
+
+The costs of alterations and adaptations of the first trio are two-fold
+those of the second; the cost of machinery greater to the first trio than
+to the second; the costs of engineers two-fold to the first trio; the costs
+of coal about the same to each, with greater incidental expenses to the
+first than to the second _per tons of freight moved_.
+
+The differences in the two trios are in their _steam capabilities and in
+their times_; the second requires about one day extra on the canal, as
+possibly due to the locking of the tow, though no extra time is required
+where both locks of the pair are ready. But the extra twenty tons of
+freight more than pays the extra time.
+
+The times of transit or rates of speed to the two eras are very nearly
+alike, the steamers of the first having _greater steam capabilities_, as
+due to their boat in tow, whilst those of the present era have reduced
+their steam capabilities to increase their cargoes from the 180 tons to 200
+tons.
+
+The times of transit, or rates of speed, are given in the following
+miscellaneous record, and as published, from time to time, from 1858 to
+1862:
+
+The _Wack_ was 7 days, total time, with boat in tow, from Buffalo to Troy.
+
+The _Wack_ was 4 days 16 hours, net time, with half freight, from Troy to
+Buffalo.
+
+The _Sternburg_ was 28 hours, total time, with boat in tow, from Buffalo to
+Rochester, 93 miles, averaging 3-1/3 miles per hour.
+
+The _Ruggles_ was 5-1/2 days, net time, with boat in tow, from Buffalo to
+Troy, and 6 days 14 hours, net time, from Buffalo to New York.
+
+The _Eclipse_ was 7-1/2 days, total time, without tow, from Buffalo to
+Troy, and 5-1/2 days, total time, without tow, from Troy to Buffalo.
+
+The _Gold Hunter_ was 7 days 5 hours, total time, without tow, from Buffalo
+to Troy.
+
+The _Rotary_ was 4 days 4 hours, total time, with half freight, from Troy
+to Buffalo, and 3 days 16 hours, net time.
+
+The _Bemis_, a screw-tug, with three boats, was 5 days and 8 hours, net
+time, from Buffalo to Schenectady, 321 miles, average 2-1/2 miles per hour.
+
+The _Washington_, do., with 3 boats, was 5 days 2 hours, net time, from
+Buffalo to Cohoes, 340 miles, average 2-3/4 miles per hour.
+
+The _Dan Brown_, do., with three boats, was 6 days, net time, from Buffalo
+to Albany, 351 miles, average nearly 2-1/2 miles per hour; and was 7 hours
+from Buffalo to Lockport, 31 miles, averaging 4-2/3 miles per hour.
+
+
+YEARS 1871 AND 1872, AS PUBLISHED.
+
+The _Dawson_ and the _Cathcart_ have both made and repeated through trips
+from Buffalo to Troy, with 5/6 of horse cargoes, in about 7 days, total
+time.
+
+The _Port Byron_ was 5 days 10-1/2 hours, total time, and 4 days 7 hours,
+net time, with 117 tons of freight, from Troy to Buffalo, from Oct. 29th to
+Nov. 4th. _The more important down time_ was not published.
+
+The _Baxter_ was 5 days 14 hours, total time, and 4 days 9 hours, net time,
+with half freight, from Troy to Buffalo, from Oct. 29th, in the morning, to
+Nov. 3d; from Sept. 30th to Oct. 5th she was 5 days on her up trip, and
+early in September was 5 days, also, from Troy to Buffalo.
+
+On her first trip down she left Buffalo Sept. 12th, and arrived at West
+Troy, the 19th, in 7 days 4 hours, total time, and reached New York the
+21st, in 8 days 13 hours, total time, with 200 tons of freight. In some
+way she reduces her 7 days 4 hours to 4 days 8 hours, net time, to Troy;
+and her 8 days 13 hours, to New York, to 5 days 17 hours.
+
+Second trip down was from Buffalo to Waterford, when she was longer upon
+the canal than on her first trip of over 7 days.
+
+Third trip down, left Buffalo Nov. 9th, and arrived at Troy 15th, and New
+York 17th, or over 6 days to Troy, and 8-1/4 to New York, with 5/6 horse
+cargo. This canal trip was during the horse epidemic, and the large number
+of boats laid up made it very favorable for steam.
+
+But the _Baxter's times_ have been developed by a model which would require
+_one-third of a common boat to be rebuilt_--one-sixth at the bow and
+one-sixth at the stern--it is, therefore, proper to state, that if we put
+her machinery and steam capabilities into a common boat--and the seven
+thousand such boats cannot be dispensed with--it would be _very slow_, as
+her speed would be reduced by three causes:
+
+1st. Because of an increased velocity of bow displacement at a reduced
+speed of boat.
+
+2d. Because of an increased velocity of stern replacement, at a reduced
+speed of boat, against the mechanical or counteracting propelling currents.
+
+3d. Because the percentage of wasted power is increased, and of utilized is
+diminished, by greater resistance to motion.
+
+The _Wm. Newman_ left New York Oct. 30th, and arrived at Buffalo Nov. 7, in
+8 days, with 120 tons of freight.
+
+
+RELATIONS OF TIME--TWELVE YEARS AGO AND NOW.
+
+The _Wack's_ through time from Buffalo to West Troy, with boat in tow, is
+the same as the _Baxter's_ average without tow.
+
+The _Ruggles'_ net time, from Buffalo to New York, with boat in tow, is
+only 21 hours in excess of the _Baxter's_ shortest net time without tow.
+
+The through times of the _Eclipse_ and _Gold Hunter_, from Buffalo to West
+Troy, without tow, are just equal to the _Baxter's_ first and second trips.
+
+The _Rotary's_ through time up, with half freight, is nearly one day less
+than the _Byron's_, _Baxter's_ or _Newman's_ shortest through time. Her net
+time is 17 hours less than the _Baxter's_ shortest net time.
+
+The net time of the tugs, each with three boats in tow, is nearly equal to
+the _Baxter's_ without tow, from Buffalo to West Troy.
+
+Therefore, by this comparison of times, the one day extra allowed for the
+greater steam resources of the former era with a boat in tow, is ample; and
+the policy of that era is plainly more economical for freight than that of
+the past two years.
+
+       *       *       *       *       *
+
+WE THEREFORE OBSERVE: That the policy of introducing steam canal-boats as
+carriers of freight, is illustrated in the _Niagara_, _Eclipse_, _Gold
+Hunter_ and _Rotary_. The policy of carrying and towing one boat, in the
+_Wack_, _Sternburg_, _Ruggles_, _City of Buffalo_ and _Viele_. The policy
+of screw-tugs in the _Gov. King_, _Bemis_, _Washington_, _Lafayette_,
+_Stimers_, _Dan Brown_ and the paddle-wheel tug _Fall Brook_. Under each
+policy steam was a failure on the canals under the agencies tried. The
+single carriers died first; the tugs second; the carriers and one boat
+third; and last, the carriers with three-boat tows.
+
+In 1861 and 1862, the policy of using the powerful canal steamers,
+_Ruggles_ and _City of Buffalo_, to carry freight and tow three boats each,
+was introduced to supersede the former policies. During these years the
+privilege of priority at locks, by paying double toll on the boats, was
+suspended, and soon thereafter steam was totally abandoned.
+
+It is noticeable that the steamers for carrying, only, had less vitality,
+and were less economical, than those for carrying and towing, and those for
+carrying and towing but one boat had less than those for carrying and also
+towing three boats.
+
+Hence, the carrying steamers, or the automaton policy of 1871 and 1872,
+can only compare with the automaton policy of the former era, and they must
+have less vitality, and be less economical, than those other for carrying
+and towing one boat, and still less than those for carrying and towing
+three boats.
+
+
+STEAM IN 1872 LESS ECONOMICAL THAN HORSES.
+
+It has been clearly shown that STEAM in 1872 is less economical than in
+1858 to 1860, and still less so than in 1861 and 1862.
+
+But STEAM, in its former history, failed to compete with HORSES; and as, in
+its recent history, it has failed to be as economical as in its former,
+because of less economical policies of introduction (machinery being
+substantially the same), it follows that its failure to compete with horses
+must be still more marked, still more disappointing to the hopes
+entertained by the Legislative Department of the State, that independent
+financial encouragement could possibly foster and develop steam
+successfully, than it was in its former most significant failures.
+
+But steam in 1872--independent of its failure as compared to itself in
+1858--is shown to be less economical than horses by _direct comparison of
+steamers and horse-boats_.
+
+As steamers have run under a prospective bounty of one hundred thousand
+dollars for a success, _they have been first-class in all their
+appointments_, and have been, as in the language of one of their engineers,
+"rushed through," it is strictly proper to compare them with a well-known
+duty of _first-class horse-boats_, under the ordinary business enterprise
+of their captains.
+
+Thus, the first-class modern horse-boat can carry a cargo of 8,800 bushels,
+or 244 tons of corn, and make seven round trips between New York and
+Buffalo per season, averaging a round trip per month for the season of
+navigation.
+
+The most systematic and business-like trials _that have made speed an
+element of competitive economy_, are the _Port Byron_, _Baxter_ and
+_Newman_.
+
+The short lives of the _Viele_ and the _Fall Brook_ in canal service,
+render it unnecessary to give details of the _Byron_.
+
+The _Baxter_ left New York late in August or early in September, in new and
+perfect equipment, in a supposed race for a hundred thousand dollars, and
+through September, October and to the 19th of November was in the trade,
+and was in a contest for superiority or supremacy. During this time she
+delivered at New York two freights, and at Waterford one freight, being the
+_equivalent_ of three freights of 7,200 bushels each, or a total of 21,600
+bushels of corn; with runs _equivalent_ to two and two-thirds round trips.
+
+But she had priority at locks and right of way at all times, so that the
+horse-boat, at the sound of her steam whistle, when fifty feet behind, must
+stop and lay over to the tow-path and let her pass. Under these privileges
+and benefits she was enabled to make her first time between Buffalo and
+West Troy, as advertised, in a few hours over (7) seven days; her second,
+required still longer time; her third, being when the horse-disease had
+nearly "tied up" all other boats, so that she had a river-like freedom, she
+required about (6) six days, thus _averaging about_ (7) seven days from the
+Lakes to the Hudson.
+
+_Give any first-class horse-boat captain_ a supposed or possible bounty of
+a hundred thousand dollars, with priority at locks and right of way, and he
+would in the same time have delivered three times 8,800, or a total of
+26,400 bushels of corn from the Lakes to the _Baxter's_ destinations; or
+4,800 bushels of corn in excess of the _Baxter's_ capabilities; and have
+delivered at Buffalo the same up-freights, with ease.
+
+But the profits of this excess pays a profit over the entire cost of
+horse-movement, leaving the _Baxter_ in debt for her entire cost of
+movement, for her entire time, and an excess in addition.
+
+Again, suppose _Baxter's_ were multiplied and _reduced to horse-boat
+regulations_, then she would have to make eleven trips to deliver at
+tidewater the freight of nine horse-trips--as 11 × 7,200 = 9 × 8,800. This
+she cannot do in the _same time_, nor can she do it at the _same expense_.
+Her necessity for the two extra trips would destroy her economy and
+practicability, or her competitive abilities as against horses.
+
+Hence she is obviously and largely deficient in economy as compared to
+first-class horse-boat.
+
+The _Wm. Newman_ run 5,000 miles from May 17th to November 7th, carrying in
+the aggregate 2,330 tons of freight. Her time is 5-2/3 months; her mileage
+is five round trips from Buffalo to and from New York, by the canal 1,000
+miles round, each; her freightage is (5 × 210 or) 1,050 tons down and (5 ×
+120 or) about 600 tons up, total 1,650 tons This amount carried indicates a
+towage of two boats down with full freight, and up, through the canal, with
+half freight; all of which make her aggregate tonnage.
+
+If we allow one and two-thirds months for her towing trip, and leave four
+months for her four round trips, or a run of 4,000 miles, delivering in New
+York (4 × 210 or) 840 tons, and in Buffalo (4 × 120 or) 480 tons, total
+1,320 tons, it may be supposed nearly correct in the absence of details.
+
+A horse-boat, in same time and circumstances, would have made the 4,000
+miles and have delivered in New York (4 × 244 or) 976 tons, and at Buffalo
+(4 × 120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons,
+equivalent to 4,850 bushels of corn. To make this wantage of freight good,
+requires nearly two-thirds of a full cargo, or of a full round trip. Hence,
+she is obviously and largely deficient in economy, as compared to a
+first-class horse-boat.
+
+_Therefore steam in 1872 is less economical than horses_.
+
+
+HORSE-BOAT TIMES.
+
+Under another view of the case we have the following relations of horses
+and steam to show that steam in 1872 is less economical than horses.
+
+The captain of the _Vosburg_ states that he left West Troy in Oct.,
+carrying over 100 tons of freight, after the _Baxter_ had left there for
+Buffalo, _and with two mule teams_, alternating one with the other every
+six hours, he arrived at Buffalo in advance of the _Baxter_; _through time
+less than the Baxter's shortest time_. "Net time" not stated.
+
+Publishing _net time_ of steamers instead of total or through time, is
+deceptive, and creates a false impression with the community. Had not the
+through time of steamers this season been suppressed, the governor of the
+State would not have imagined five-day trips from Buffalo to New York, as
+per his message, and our city editors would not have ventilated such
+visionary pretensions. There are a multitude of horse-boat captains that
+can reduce their _net canal time of movement_ below the _Baxter's_, which
+has been so extensively commented upon; but their so doing would not
+expedite the transfer of grain from the lakes to tide-water.
+
+A certain horse-boat, in a former season, made two round trips from Buffalo
+to and from New York in twenty days each, and on each trip lay three days
+in New York. This made her through time _average_ between the cities 8-1/2
+days each way. Her captain once towed in the "Line" and was only nine days
+twenty hours from Buffalo to New York. This season a horse-boat made the
+round trip from New York to and from Buffalo in twenty-one days.
+
+These _round trips_ have probably never been exceeded by steam.
+
+In the former era the prism of the canal seemed imbedded with innumerable
+old and broken tow-lines, which the propeller, by its high velocity, sucked
+up, and was thereby "fouled;" and now the sea-grass is a hidden enemy that
+entwines itself around the propeller to foul it.
+
+When the waters are low, forcing the engines of screw propellers lets the
+stern of the boat "squat" or hug the bottom, and although these are minor
+features of want of mechanical adaptation to canal duty, they illustrate
+petty detentions serving to lengthen the through times of steam.
+
+Hence, if we intermix the slow steamers with the fast ones, as we do the
+slow with the fast horse-boats, for a _general average_, it is quite
+probable that horse-times are fully equal to those of steam, and that the
+excess of horse-cargoes makes a large and handsome advantage in their
+favor.
+
+_Therefore, under this general average, steam in 1872 is less economical
+than horses._
+
+
+CONDITIONAL EXPLANATIONS.
+
+Because steam has been encouraged by the Legislature, heralded by the
+press, and favorably reported by the Executive officers of the State as a
+standard of advancement most desirable to attain, _a supposition very
+generally prevails outside of canal men that it will succeed_.
+
+As early as 1845, before the enlargements, three steamers were built and
+tried, and one, the _Pioneer_, ran from New York to Oswego in five days,
+total time, 362 miles; and _then "supposition very generally prevailed that
+steam would succeed_." But light freights would not pay then as against
+full horse-freights; neither would they pay from 1858 to 1862; neither have
+they paid in 1872, as against horses.
+
+A large part of the boats own and carry their horses, two teams (four
+horses), alternating the teams from boat to tow-path every six hours. Many
+desire to see the hardships, cruelties and dangers to horses obviated. It
+is said that one company during the war, when most of the best drivers
+turned soldiers, lost as many horses during the season as they put on for
+all their boats in the spring; that is, they had to purchase a complete
+equipment to make good their losses.
+
+Some humane captains tow by the "lines" to avoid suffering and dangers to
+horses, many of which are drowned, and many left by the wayside. When
+changed from tow-path to stable, a stout man must hold the horse by the
+tail as he descends the steps into the stable, to prevent his pitching
+against the opposite side; and he holds with greater difficulty as he
+descends the bridge from the high, light boat to the tow-path, which is
+often more dangerous than the stable descent.
+
+Others tow by the "lines"--take turns for teams, often with tedious
+delays--and they are, to a great extent, _subservient to the drivers_, else
+they suffer by their indifference, laziness or caprices, and many are sure
+to do their "poorest," unless they are feed extra.
+
+All would be charmed with towage by steam, if done with economy, dispatch,
+regularity and safety; but quite another feeling prevails under the
+suggestions of changing drivers for engineers, stables for engine-rooms,
+horses for machinery, and light cargos for full ones, as in case of
+converting the horse-boat to a steamer.
+
+Steam, as used for towing purposes, would be acceptable and subservient to
+the several thousand boatmen constantly in service.
+
+If we give to the automaton system of steam _any privileges_ over
+horse-boats--excepting for incidental initiatory encouragement to steam--we
+have a war of the many against the few. In the former era the double toll
+system was obliged to be suspended, and the no-toll system of this era is
+only a temporary sufferance.
+
+Therefore, steam must stand or fall by its own merits, and should be
+fostered and developed until horses possess no competitive ability.
+
+
+CANAL NECESSITIES.
+
+The history of the experiments for means of propulsion on our canals shows
+that no system has been developed by means of which the carrying power of
+these great channels of communication can be made available by steam. If
+this deplorable fact is to be overcome, it must be through the aid of the
+inventor; we must have some instruments of propulsion not hitherto in use,
+and some other means of application of the propelling power than those now
+in practice, or steam can never be sufficiently utilized to supersede
+horses on canals.
+
+We see the New York and Albany tow-boats, with from twenty to forty loaded
+canal boats, running at four miles per hour, and they have taken over sixty
+boats in a single tow from New York to Albany. But an engine, with a
+respectable part of their steam, can take but a _small fraction_ of their
+boats, and at a largely reduced speed on the canal.
+
+The doom of 1845, of 1858 to '62, and of 1871 to '72, hangs over steam like
+a shroud; it is a mechanical doom. Steam should be mechanically elevated so
+that it can utilize from a third to half of its power, and so that an
+engine can develop an equivalent of thirty to fifty horses on the tow-path
+to a train of boats, and so that it can take trains of ten to fifteen boats
+on the two sixty-miles levels--where large hulls can be built and used
+without necessity of passing locks--and somewhat smaller trains on the
+other parts of the canal, averaging eight to ten boats per tug, or moving
+from 70,000 to 80,000 bushels of corn, all as fast as they can be safely
+handled, and then the day of horses is limited, and canals will need new
+arrangements, new regulations and new customs.
+
+Tugs on the canal have never exceeded a utility of eight to fifteen per
+cent. of the inherent power of their steam. Hence, they have never had
+towing power to develop the movement of trains of boats; but when they can
+be made mechanically to utilize from thirty to fifty per cent., the train
+movement becomes initiated with boats just as absolutely as with cars, and
+the tow-boat system will be just as prominently and universally established
+between Buffalo and Albany as it is between New York and Albany.
+
+It is perfectly practical for steam, when it shall possess a respectable
+mechanical adaptation to canal duty; that is, when it shall not be so
+shamefully profligate in expenditures of power--_to double the average
+speed of horses, or lessen the general average of ten days on the canal to
+five days_, of which the down trips may overrun and the up trips fall
+short, as with horse average.
+
+When a single tug shall equal 30 to 50 horses on the tow-path, it equals 60
+to 100 of supply, as all require the alternate team.
+
+The automaton system of steam is a hinderance to horse-boat navigation,
+besides increasing the risks and dangers, whilst the towing system, in
+substitution for horses, greatly improves the navigation and lessens the
+risks and dangers. Averaging the total mileage of a season with horse-boat
+times of transit, and boats meet each other every twenty minutes, night and
+day including Sundays, for seven months. To carry this tonnage, there must
+be eleven meetings of steamers to nine by horses, which increases the risks
+and dangers twenty-two per cent.; on the other hand, tows to the same
+tonnage would only meet each other about every three hours, hence for long
+distances they have an unobstructed water way.
+
+MECHANICAL INVENTION, to adapt steam to the heavy resistances of canal
+boats, is therefore the first and greatest necessity of canals.
+
+A second necessity will be AUXILIARY AND CO-OPERATIVE POWER AT THE LOCKS
+AND SHORT LEVELS.
+
+These must be local, and may be by stationary steam-power, by water-power
+from the upper levels, or by horses.
+
+Thus, there would be only one detention of a tug through all the sixteen
+locks from West Troy to Cohoes--only one wherever there are two or more
+locks near each other, and at all locks there must be an independent local
+power to handle all boats. In this way tugs will lose less time between
+Buffalo and Albany than horse-boats do in changing teams from boat to
+tow-path every six hours.
+
+Following these necessities, new rules, regulations and customs will be
+established, protecting the rights and equities of all.
+
+       *       *       *       *       *
+
+A third necessity will be a CENTRALIZED MANAGEMENT, or control of all tugs,
+train-movements, and local powers at short levels and locks.
+
+This is essential to a harmony of movements, to a proper distribution of
+motors, and to a proper adaptation to all the ebbs and flows of trade. This
+is just as essential for the tugs of a canal as for the locomotives of a
+railway. Provided the control of steam shall be held, _upon the merits of
+some invention_, protected by Letters Patent from the General Government;
+then the owners thereof might establish a centralized management to meet
+the merits, demands and exigencies of the case. They could enforce a
+harmony of interests between all trains and a harmony of police
+regulations, and they could enforce a consolidation of effort and
+co-operation to meet any exigency, just as a railway company can
+consolidate and develop its efforts upon any necessitous occasion.
+
+       *       *       *       *       *
+
+In the nature of the case, these three necessities, when accomplished, will
+give to steam _the universal movement of boats_.
+
+First.--Because it becomes a cheap motor in regard to which horses can hold
+no competitive claim.
+
+This is seen from the fact that when steam can only utilize from eight to
+twelve per cent. of its power, as under the two eras of steam, the two best
+steamers--the _S. B. Ruggles_ and _City of Buffalo_--lived five years in
+competition with horses, nothing since has exceeded their economies or
+capabilities; but give the steam they used a utility of thirty to fifty per
+cent., or over three times its present capabilities, and no team can be
+supported in competition.
+
+       *       *       *       *       *
+
+Second.--Because it possesses the economies of concentrated power.
+
+Horse-power must be diffused into small and limited qualities to be
+economical. The cost of double, treble, or quadruple teams, to increase
+speed or reduce time, swells the cost of transportation almost in like
+ratio, and would eat largely into the value of cargoes.
+
+With the _present enormous waste of steam-power, trains with over three
+boats_ begin to increase the cost of freight per ton. The _Governor King_
+was less economical with five boats than with three. On a part of the
+Eastern Division, two powerful tugs, lashed side by side on the levels,
+have taken a train of (17) seventeen boats successfully. Give to half their
+combined steam fifty per cent. addition to their combined power, and train
+movement receives an important inauguration. Economy, dispatch, regularity
+and a universal harmony of interests prevail.
+
+
+SUMMARY.
+
+The considerations of facts and suggestions herewith presented, embody
+important reasons for the Legislature to continue in force the Act of
+April, 1871, "to foster and develop the inland commerce of the State." It
+seems well adapted to influence, encourage and facilitate the development
+of mechanical, inventive talent; and to this end, all interests pertaining
+to the immediate elevation of canals, to the benefits of steam, should
+co-operate.
+
+To encourage invention to utilize the steam is of paramount importance,
+because the other "_necessities_" will then be met, and they need no
+legislation, for common business talent will supply their demands.
+
+The MECHANICAL NECESSITIES of our canals are greater than pertain to any
+possibilities by the old systems of propulsion. _It is not sufficient for
+steam to barely or doubtfully compete with horses, it should supersede them
+with the same superiorities and same universality_ that it has on
+railways.
+
+Where steam is mechanically adapted to its uses, horses bear no comparison
+to its economies; hence, give steam its required mechanical adaptation to
+canals, and horses must be abandoned.
+
+The enthusiasm of 1872, in regard to steam, is less than in 1858, but there
+is a deep feeling of necessity for steam permeating the community, and it
+should be encouraged and directed in the proper channel, for the anxieties
+of 1858 _foundered on incompetent mechanism_, and the anxieties of 1872
+_are in the same impassable channel_.
+
+       *       *       *       *       *
+
+The Governor's Message of 1873 renews the scheme which was prominently
+before the Legislature a few years since, which was to lengthen one tier of
+locks by gates of different construction, and so as to receive longer boats
+of present width; yet a single thought will show that _this will not help
+steam_; for the insatiable desire for maximum cargo will put the _Bull
+Head_ boat into the long locks, just as it has into the present locks, and
+sharp steamers cannot compete with it.
+
+It is proper to observe that such lengthening of _one tier_ will first:
+coerce present boatman to sacrifice their property, which with boats and
+equipments, exceeds a valuation of twenty million dollars, or else cut the
+boats into two parts, and lengthen them (and strengthen their sides and
+"back-bones") to the full capabilities of the lengthened locks; for the
+short boats cannot compete with the long ones.
+
+Then, when the mass are altered, they will coerce the State to alter the
+second tier, because it becomes worthless and inoperative, and because the
+one tier becomes incapable of passing so great a multitude of boats, and it
+would otherwise greatly reduce the carrying capacity of the canals.
+
+The State is sure to complete the removal of the "benches" on the remaining
+part of the "Eastern Division" as they are already removed from a part, and
+from the Middle and Western Division; and then we can find no fault with
+the canal. _But this will not help steam_ vs. _horses_. All improvements
+help horses equally with steam, and there is the ever-pending difference of
+cargo.
+
+The same authority discusses the advantages to follow, "if the time can be
+shortened from Buffalo to New York from (14) fourteen to (5) five days,"
+&c. If a hundred thousand dollars reward _for expedition_, pending during
+two seasons of navigation, has proved insufficient to reduce the _average_
+of the three shortest trips, with 200 tons cargo, below seven days total or
+actual time from Buffalo to West Troy, the five days to New York, with the
+present knowledge of steam machinery, becomes an impossibility. But
+newspapers have preceded the message with the false supposition and the
+same error.
+
+The extraordinary measures initiated by the N. Y. Central R. R., by their
+forty million dollars issue of bonds for the construction of _a double
+track exclusively for freight_, shows the growing importance of this
+already immense business, and whilst automaton steamers, _under the known
+mechanism of the age_, will inevitably lessen the carrying capacity of the
+canal, by filling its locks--which alone control the maximum carrying
+capacity--eleven times with light cargoes in place of nine times with full
+freights; _the mechanical elevation_ and substitution of steam, as shown by
+the CANAL NECESSITIES herein set forth, possesses still more extraordinary
+importance.
+
+Every consideration enforces the NECESSITIES, set forth in this appeal, OF
+MECHANICAL IMPROVEMENT, LOCAL AUXILIARY POWER, AND CONCENTRATED MANAGEMENT.
+
+
+TRANSCRIBER'S NOTES
+
+p. 024--typo fixed, changed 'enfore' to 'enforce'
+p. 025--typo fixed, changed 'superiorites' to 'superiorities'
+p. 026--typo fixed, changed 'adandoned' to 'abandoned'
+p. 027--typo fixed, moved a comma after 'with' to after 'trips'
+
+
+
+
+
+End of Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
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+      The Project Gutenberg eBook of History of Steam on the Erie Canal, by Anonymous
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+<pre>
+
+Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: History of Steam on the Erie Canal
+
+Author: Anonymous
+
+Release Date: December 28, 2006 [EBook #20209]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK HISTORY OF STEAM ON THE ERIE CANAL ***
+
+
+
+
+Produced by Bryan Ness, Irma Špehar and the Online Distributed
+Proofreading Team at https://www.pgdp.net (This book was produced
+from scanned images of public domain material from the Google Print
+project.)
+
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+</pre>
+
+
+
+
+
+<h1><span class="smcap">HISTORY OF STEAM</span></h1>
+
+<h5>ON THE</h5>
+
+<h1>ERIE CANAL.</h1>
+
+<hr />
+
+<h4>Appeal for the Extension of the Act<br />
+of April, 1871, "to Foster and<br />
+Develop the Inland Commerce<br />
+of the State,"<br />
+</h4>
+
+<h4>FOR THE BENEFIT OF THE CANALS</h4>
+
+<h6>AND THE</h6>
+
+<h4>COMMERCIAL COMMUNITY.</h4>
+
+<hr style="width: 15%; margin-top: 4em; margin-bottom: 1em" />
+
+<p class="publisher"><i>NEW YORK, JANUARY, 1873.</i></p>
+
+<hr style="width: 15%; margin-top: 1em" />
+
+<p class="publisher">NEW YORK:<br />
+EVENING POST STEAM PRESSES, 41 NASSAU STREET, COR. LIBERTY.<br />
+1873.</p>
+
+<hr style="margin-top: 4em" />
+
+<p class="center" style="font-size: smaller">With Respects of the Author,</p>
+
+<p class="right" style="font-size: small">155 Broadway, N.&nbsp;Y.</p>
+
+<hr style="margin-top: 3em; margin-bottom: 4em" />
+
+<h2>HISTORY OF STEAM</h2>
+
+<h5>ON THE</h5>
+
+<h2 style="margin-bottom: 3em; margin-top: 1em">ERIE CANAL.</h2>
+
+
+<h3><span class="smcap">Screw Propellers from 1858 to 1862</span>.</h3>
+
+<p>During the maple sugar season of the spring of 1858, a well-to-do farmer,
+of western New York, whittled out a spiral or augur-like screw-propeller,
+in miniature, which he thought admirably adapted to the canal. He soon
+after went to Buffalo, and contracted for a boat to be built, with two of
+his Archimedean screws for propulsion by steam.</p>
+
+<p>Although advised by his builders to substitute the common four-bladed
+propellers, he adhered to his original design, and with one propeller at
+either side of the rudder&mdash;called "twin-propellers"&mdash;she was soon ready for
+duty. She is the vessel known to history as the <i>Charles Wack</i>.</p>
+
+<p>She carried three-fourths cargo and towed another boat with full cargo, and
+made the trip from Buffalo to West Troy in seven days, total time,
+averaging two miles per hour. But she returned from Troy to Buffalo, with
+half freight, in four days and sixteen hours, net time; averaging three and
+one-twelfth miles per hour, without tow.</p>
+
+<p>This initiated the series of steamers from 1858 to 1862, and, with others
+that soon followed, created a general enthusiasm in behalf of steam
+transportation, which led to a trip through the canal that fall, on a
+chartered steam-tug, by the Governor of the State, the Canal Board, and
+other notables, and with public receptions, speeches, &amp;c., at different
+<span class='pagenum'><a name="Page_4" id="Page_4">[4]</a></span>cities along the route.</p>
+
+<p>That boat was soon followed by the <i>S.&nbsp;B. Ruggles</i>, a first-class steam
+canal-boat, built by the Hon. E.&nbsp;S. Prosser, of Buffalo, with a first-class
+modern propeller, and with double the engine capacity of the former.</p>
+
+<p>The <i>P.&nbsp;L. Sternburg</i> soon followed, and was a first-class boat, with
+modern twin-propellers, but with less engine capacity than the <i>Wack</i>.</p>
+
+<p>The same season there were some local steamers built to run regularly
+between different cities on the line of the canal.</p>
+
+<p>The following season of 1859 was the most active year the Erie Canal has
+ever known in regard to steam.</p>
+
+<p>The <i>C. Wack</i> was sold to Mr. Prosser, who took out her Archimedean
+propellers, and substituted a modern propeller, and doubled her engine
+capacity, and reproduced her as the <i>City of Buffalo</i>.</p>
+
+<p>The <i>Gold Hunter</i> was produced by the Western Transportation Company, of
+Buffalo. She was a short, oblong tub, with a square, box-like bow, and
+rounded stern, designed only to carry machinery and coal, and was to be
+recessed into the stern of ordinary horse-boats by cutting away an
+equivalent space therefrom. She was designed to make a trip on the canal,
+and be immediately transferred to another boat for return trip, thus to
+avoid the usual loss of time at the termini of the canal. She was abandoned
+after a brief trial.</p>
+
+<p>The canal-boat <i>Niagara</i> had the Cathcart propeller supplied, which
+consisted of a union of the propeller and rudder by a universal joint in
+the shaft, and so adjusted as to unite them for steerage purposes. This
+design was tried on the steamer <i>Cathcart</i>, upon the Chesapeake and Ohio
+Canal, in 1858, and with considerable newspaper <i>eclat</i>.</p>
+
+<p>The <i>Rotary</i>, of New York, was a new steamer for freighting purposes, with
+a rotary engine and common propeller. This occupied but little space, and
+worked prettily on exhibition.</p>
+
+<p>The <i>Eclipse</i>, of New York, was new, and had oscillating propeller engines.</p>
+
+
+<h3><span class="smcap">Screw-Tugs</span>.</h3>
+
+<p>The <i>Gov. King</i> was a medium-sized New York harbor propeller, and made
+repeated trips with three boats in tow, and<span class='pagenum'><a name="Page_5" id="Page_5">[5]</a></span> one trip with five boats. She
+was so slow as to be unremunerative, as compared with horses.</p>
+
+<p>The Western Transportation Co., after the failure of the <i>Gold Hunter</i>,
+built two powerful tugs, the <i>Washington</i> and <i>Lafayette</i>. They were soon
+withdrawn.</p>
+
+<p>Mr. Prosser built the first-class tug, <i>Stimers</i>, but she had a short canal
+history.</p>
+
+<p>The tugs, <i>Bemis</i> and <i>Dan Brown</i>, made good runs each, with three boats in
+tow, but were short-lived canallers.</p>
+
+
+<h3><span class="smcap">Paddle-wheels and other Devices</span>.</h3>
+
+<p>During these years the paddle-wheel system was thoroughly tried, and under
+varied circumstances.</p>
+
+<p>As the locks prevented the use of side-wheels for full freights, an
+adjustable stern-wheel was tried. This could be raised or lowered in
+adaptation to the light or full cargo.</p>
+
+<p>The <i>H.&nbsp;K. Viele</i> was a first-class canal steamer, with stern-wheel and
+vertical, or excentric, acting paddles. These were considered by some as
+peculiarly well adapted to canal purposes, yet in practice proved
+otherwise.</p>
+
+<p>The <i>Fall Brook</i> was built by Mr. John McGee, of Seneca Lake renown, for
+towing purposes, intending to establish a line between Seneca Lake and New
+York city; but her canal abilities were so poor as to cause her withdrawal
+to lake duty.</p>
+
+<p>She had powerful engines, with vertical acting paddle-wheel, set amidships
+between twin-hulls, with a full flow of water from bow to stern, and was
+decked across forward and aft of her wheel.</p>
+
+<p>The <i>Lady Jane</i>, of Utica, was a bow paddle-wheel boat with small engines.
+She accomplished but little.</p>
+
+<p>As paddle-wheel canallers have proven less efficient than screw propellers
+they are more limited in numbers.</p>
+
+<p>Other contemporary devices were tried.</p>
+
+<p>The canal-boat, <i>Oswego</i>, had her stern recessed to receive a submerged
+horizontal, centrifugal-acting water-wheel, which received water at a
+central and ejected it at a periphery opening for propulsion.<span class='pagenum'><a name="Page_6" id="Page_6">[6]</a></span></p>
+
+<p>This opening could be turned for steerage or backing purposes. She was
+altered at Green Point and received good machinery at Brooklyn, but was
+soon restored to horses.</p>
+
+<p>Duck's-feet paddles were experimented with at Buffalo. A scull propulsion
+was tried upon the Hudson. Also hinge-bladed propellers, to open and close
+with a fore-and-aft movement at the stern. This last device was tried by a
+Doctor Hunter, who has more recently tried a "Fish-Tail Propeller," the
+blades being made of rubber, to imitate the form and elasticity of the
+tail, with mechanical imitations of movement.</p>
+
+<p>It is hardly necessary to add that these devices were all worthless, and
+others of miscellaneous character may have been tried, yet without merit.</p>
+
+
+<h3><span class="smcap">Remarks</span>.</h3>
+
+<p>Wealth, experience and skill have marked this first era of steam, and
+though combined, they utterly failed. Both Mr. Prosser and the Western
+Transportation Co. were owners of fleets of splendid lake propellers, and
+were wealthy, with interests intimately identified with canals. It is
+evident there was no want, either of money, mechanical resources, or
+knowledge of canal business as basis of their failures with steam.</p>
+
+<p>Capital flowed into the steam enterprise from various resources, and
+ambition multiplied experiments, but with no appreciable success.</p>
+
+<p>The difficulties lay beyond the reach of capital and beyond the reach of
+known resources, and no adequate knowledge had been developed to solve the
+problem. Therefore, after suffering failures for several years, the State
+wisely volunteered to add extraordinary inducements by a large
+appropriation to encourage success. It could not have been to encourage the
+reproduction of former failures by the repetition of former trials.</p>
+
+<p>The inquiry is therefore proper, as a lesson from the history of the early
+era of steam, what are the difficulties? Why has steam failed so absolutely
+and so universally? Why did the State subsequently offer a large bounty to
+foster and develop steam.</p>
+
+<p>Obviously there is some hidden difficulty, some unknown in<span class='pagenum'><a name="Page_7" id="Page_7">[7]</a></span>ability, because
+steam is the arbiter of the age, it is the great supreme motor of man's
+agencies throughout the world, hence we come from the sublime to the
+ridiculous when we use it to load boats at Buffalo, to be towed 350 miles
+by horses.</p>
+
+<p>The lessons of the early era are worthless for repetition. There is no
+better screw-propelling machinery known than was then tried and abandoned;
+but the lessons are of value to discover the difficulties which must be
+remedied; to teach that the success of steam lies beyond the reach of
+publicly known mechanical resources.</p>
+
+<p>The trials establish plainly and incontrovertibly that the failures were
+owing to the want of <i>mechanical adaptation</i> to required duty; to a
+<i>mechanical inability</i> to utilize the power of the steam; to a <i>mechanical
+waste</i> of power beyond their ability to control or remedy; and that the
+wasted power was extravagantly large and the utilized insignificantly
+small. A very intelligent captain of one of the best and most powerful
+steamers known to the Erie Canal, who had a full and carefully-kept log,
+stated that when his engine <i>exceeded</i> a hundred horse-power of steam, he
+could only equal twelve horses on the tow-path. Thus over seven-eighths of
+his power was wastefully developed in order to render one-eighth useful.
+But this occurred when he was moving only two loaded boats&mdash;the steamer and
+one in tow&mdash;but when moving four boats&mdash;three in tow&mdash;the <i>percentage of
+utility</i> was lessened, and he could not exceed eight to ten per cent. of
+his steam, as shown in slower movement, when fewer horses on the tow-path
+could equal him.</p>
+
+<p>The steamer is a reservoir, and its rotatory power is free to be developed
+"<i>inversely as its resistances</i>." Hence, when fastened to a pier, it is all
+developed in its receding currents, and <i>per contra</i> when moving; if its
+machinery had a perfect fulcrum, it would all be developed in the run of
+the boat; consequently, on rivers and lakes, with fine-lined steamers, that
+cut the water like a knife, it is like standing in a small boat and pushing
+from a large one, but on canals, with their full bows, it is like standing
+in a large boat and pushing from a small one; the little one runs away with
+the power. The more than 100 square feet area of immersed section of the
+full bow represents the large boat, and the dozen square feet effective
+area of pro<span class='pagenum'><a name="Page_8" id="Page_8">[8]</a></span>peller blades, set at an easy angle for spiral motion and
+recession velocity, is the little one that squanders the power so
+extravagantly. Increase in number of boats increases this contrast. The
+propeller blades of a good canaller will move twelve to fifteen miles, in
+their line of spiral movement, to get two to three miles headway for the
+boat.</p>
+
+<p><i>A correct scientific analysis</i> can trace the developments of the
+eighty-five to ninety per cent. of the inherent power of the steam that is
+wasted on the common canal-boat, and that has no resultant effect whatever
+in the motion of the boat, just as positively as it can trace the
+co-developments of fifteen to ten per cent. that is utilized and that moves
+the boat.</p>
+
+<p>The practical man sees the truths of these statements. He sees steam used
+with small, medium and large engines for canal purposes, and sees them all
+fail to meet the economy of transportation established by horses; but he
+would just as soon put men on the tow-path to compete with horses as to put
+horses into his elevators to compete with steam; and that, because in the
+elevators the power of the steam is chiefly utilized, whilst on the canal
+it is chiefly wasted.</p>
+
+<p>It is therefore conclusive that there is an absolute necessity for a <span class="smcap">new
+mechanical system</span>, for a radically different system of transmissive
+mechanism, for a system that can develop a considerable portion of the
+power of the steam in the movement of boats.</p>
+
+<p>The variations of the old systems of propulsion that are being continuously
+tried are worthless, in the very nature of the case, because they are in no
+sense a remedy for existing inabilities, and because they do not, in any
+sense whatever, meet the difficulties.</p>
+
+
+<h2>STEAM IN 1871 AND 1872.</h2>
+
+<h3><span class="smcap">Screw Propellers</span>.</h3>
+
+<p>Soon after the Act of April, 1871, to foster and develop the inland
+commerce of the State, the steam canal-boat <i>Cathcart</i> was tried. She is
+like the <i>Niagara</i> of 1859, and has not been continued in the trade.<span class='pagenum'><a name="Page_9" id="Page_9">[9]</a></span></p>
+
+<p>The canal-boat <i>George Barnard</i>, afterward called the <i>Andrew H. Dawson</i>,
+was tried, and has run through the season of 1872. She has a common
+propeller in her bow, with a recess from the water-line inclined to twenty
+feet aft to the bottom. Her propeller, therefore, forces the current
+against this incline and along the bottom in retardation of its progress.
+Hence, she cannot be expected to excel former trials.</p>
+
+<p>The <i>Eureka</i> is an iron boat, built at Buffalo, with twin-propellers at her
+bow, set in recesses, at a diverging angle, to throw the water from the bow
+along the sides of the boat. She is built, by men of canal experience, with
+compound engines, and was designed to be a superior boat for canal
+purposes. But her <i>mechanical currents</i> at and against the bow must have a
+retarding tendency, not compensated by any other considerations.</p>
+
+<p>The <i>George A. Feeter</i> is also a twin-propeller, with diagonal, channel
+waterways on each side for about twenty-five feet, when they merge into a
+larger channel about five feet forward of the rudder. Her propellers are
+set in these channels, about ten feet aft of their side openings. With her
+propellers thus housed, the mechanical currents against the aft-sides of
+her channels are very damaging to her efficiency.</p>
+
+<p>The <i>Wm. Baxter</i> is also a twin-propeller, like the <i>P.&nbsp;L. Sternburg</i>, of
+1858, and with compound engines, like the <i>Eureka</i> and the <i>Dawson</i>. She is
+built of yellow pine, with easy lines, and so low as to be unable to carry
+five-sixths of a horse-cargo of wheat or corn below deck, so that her
+lightness gives help to cargo, and her sharp bow and stern to speed. But
+her construction and model were long since abandoned by canal-boat
+builders.</p>
+
+<p>The <i>Wm. Newman</i> is a common propeller and double-deck boat, and carries
+two hundred and ten tons. She is much like the <i>Ruggles</i> of 1858, but has
+less steam capabilities.</p>
+
+<p>The <i>Charles Hemjee</i> was built upon the Western Division, with a
+tunnel-shaped encasement to her propeller. Of course she is reported as
+"very slow."</p>
+
+<p>The <i>John Durston</i> had a propeller built in with her rudder, and driven
+with a vertical shaft, extending down through a cylindrical rudder-post,
+but was unfit for service.<span class='pagenum'><a name="Page_10" id="Page_10">[10]</a></span></p>
+
+
+<h3><span class="smcap">Paddle Wheels</span>.</h3>
+
+<p>The <i>Port Byron</i> is a stern, paddle-wheel boat, with vertical or eccentric
+acting paddles, and is like the <i>Viele</i> of 1858. She has a recess the
+entire length of her bottom of several square feet area, intended to
+facilitate a flow of water from the bow, but the flow does not occur; the
+mechanical currents of the wheel will be from the nearest water, and not
+from ninety feet forward.</p>
+
+<p>The <i>Montana</i> is a similar stern-wheeler, without the recess.</p>
+
+<p>The <i>Success</i> consists of two sections, to be disconnected for passing the
+locks, with paddle-wheel machinery at the bow. Her wheel, inside of the
+paddles, is a drum or cylinder, filled with cork, to be buoyant, and the
+hull has an easy, scow bow, for the water to pass under the boat.
+Practically, the large drum makes her a horizontal, cylindrical-bowed boat,
+and she mechanically throws the water therefrom against the scow-shaped
+bow, and so that the cylinder displacement with the mechanical currents,
+and the scow-bow displacement, combine to make her <i>very slow</i>. With her
+two sections she brought one and a half cargoes of corn.</p>
+
+<p>The <i>Excelsior</i> has a horizontal, eccentric-acting paddle wheel, and was
+built of light iron at Green Point. She had a recess at the bow for her
+submerged wheel, and, when thus tried, found the retarding effects of the
+mechanical currents at and against the bow so great, as to cause her
+original bow-propulsion to be made stern-propulsion, when she was much
+improved. She was tried with cargo for a short distance on the canal, and
+withdrawn.</p>
+
+<p>The <i>Fountain City</i> is a common boat, with machinery at her stern. She has
+two submerged horizontal, excentric-acting paddle-wheels, each of small
+diameter. These are placed under her quarters, in the rudder cross-section,
+and she is steered by her machinery. The characteristics of these wheels
+are like the <i>Excelsior's</i>, and the eccentric variations of both&mdash;together
+with the <i>Byron's</i>, <i>Montana's</i> and <i>Viele's</i>&mdash;are known as old devices of
+secondary merit on river, lake and ocean steamers.</p>
+
+<p>The <i>Santiago</i> is a scow-boat, with a recess, or flume, the whole length of
+her bottom, to a stern propeller. Her steam was soon abandoned.<span class='pagenum'><a name="Page_11" id="Page_11">[11]</a></span></p>
+
+<p>An endless-chain propulsion was tried upon the Western Division, without
+success.</p>
+
+<p>A common canal-boat has been experimented with at Brooklyn to propel her by
+the reaction of a powerful blower or fan. This was driven first by a
+ten-horse, and next by a forty-horse stationary engine, and afterwards by a
+forty-horse oscillator. Each failed to move her from her slip, and the
+conception proved an absurdity.</p>
+
+<p>In addition to these, local steamers have been run between different cities
+for local purposes, more or less, since 1858, and steam-tugs have been
+brought into requisition occasionally.</p>
+
+
+<h3><span class="smcap">Observe</span>:</h3>
+
+<p>This review presents the important fact, that <span class="smcap">no new mechanical system has
+been introduced</span>.</p>
+
+<p>The screw-propellers and paddle-wheels are multiplications from the former
+era. The variations from the common propeller and paddle-wheel, in the
+miscellaneous devices, are all under <i>reductions of merit</i>.</p>
+
+<p>All the bow-propulsions, and all the variations from the <i>Viele</i>,
+<i>Sternburg</i> and <i>Ruggles</i> of the former, and the <i>Byron</i>, <i>Baxter</i> and
+<i>Newman</i> of the present era, are inferior, whether viewed practically or
+scientifically.</p>
+
+<p>Hence, steam has received no mechanical advancements since 1858; and the
+efforts of 1872 are as positive and determinate failures as those of 1862.</p>
+
+
+<h3><span class="smcap">The trials of Steam in 1872 less Economical than in 1858 to 1862</span>.</h3>
+
+<p>It should be observed that the first trials of steam in 1858 were made
+during a season of low water, and when the Canal Board had limited the
+loading of boats to four and three-fourths feet draught of water, which,
+later in the season, was increased to five feet, and in subsequent years to
+six feet, as continued to the present time.</p>
+
+<p>Among the most successful trials of the first era of steam on the canals,
+may be mentioned the <i>H.&nbsp;K. Viele</i>, <i>P.&nbsp;L. Sternburg</i>,<span class='pagenum'><a name="Page_12" id="Page_12">[12]</a></span> and <i>S.&nbsp;B.
+Ruggles</i>. Each could carry three-fourths cargo and tow a full cargo, and
+each exceed the speed of horse-boats.</p>
+
+<p>Among the most successful trials of the present era may be mentioned the
+<i>Port Byron</i>, <i>Baxter</i>, and <i>Newman</i>. Each can carry five-sixths of a
+common cargo, and exceed the speed of horses.</p>
+
+<p>In the early era of steam, <i>the prominent policy</i> was to combine towage
+with carrying capacity by the steamer, for economical expedition. In the
+present era, it has been to make the carrying capacity of the steamer, in
+itself, economical and expeditious.</p>
+
+<p>This latter policy has arisen under the Appropriation Act of April, 1871,
+which limits the minimum cargo to two hundred tons, and the minimum average
+speed of three miles per hour. But these limitations must cover a superior
+economy of freight transportation to that by the former trials with steam.
+Else, they are worthless; else, they are failures, as in 1862, and their
+general introduction impracticable.</p>
+
+<p>As in the steamers <i>Byron</i>, <i>Baxter</i> and <i>Newman</i>, <i>there is nothing
+mechanically new</i>, in variation from the <i>Viele</i>, <i>Sternburg</i> and
+<i>Ruggles</i>&mdash;these trios being <i>respectively mechanical counterparts of each
+other</i>; the paddle-wheels of the <i>Byron</i> and <i>Viele</i>, the twin-propellers
+of the <i>Baxter</i> and <i>Sternburg</i>, and the common propellers of the <i>Newman</i>
+and <i>Ruggles</i>, being respectively identical&mdash;the economical features are
+easily considered.</p>
+
+<p>The first trio can carry 200 tons at good speed; the second can carry 180
+tons, and tow 240 tons; total, 420 tons, at good speed.</p>
+
+<p>To the first trio, two boats of each class must be altered; two sets of
+machinery must be furnished; two corps of engineers maintained, and coal
+for two round trips must be supplied, with incidental expenses to two
+steamers, to move 400 tons of freight.</p>
+
+<p>To the second trio, only one boat of each class is to be altered; one set
+of machinery furnished; one corps of engineers maintained, and coal for one
+round trip supplied, with the incidental expenses, to move 420 tons of
+freight.</p>
+
+<p>The costs of alterations and adaptations of the first trio are two-fold
+those of the second; the cost of machinery greater<span class='pagenum'><a name="Page_13" id="Page_13">[13]</a></span> to the first trio than
+to the second; the costs of engineers two-fold to the first trio; the costs
+of coal about the same to each, with greater incidental expenses to the
+first than to the second <i>per tons of freight moved</i>.</p>
+
+<p>The differences in the two trios are in their <i>steam capabilities and in
+their times</i>; the second requires about one day extra on the canal, as
+possibly due to the locking of the tow, though no extra time is required
+where both locks of the pair are ready. But the extra twenty tons of
+freight more than pays the extra time.</p>
+
+<p>The times of transit or rates of speed to the two eras are very nearly
+alike, the steamers of the first having <i>greater steam capabilities</i>, as
+due to their boat in tow, whilst those of the present era have reduced
+their steam capabilities to increase their cargoes from the 180 tons to 200
+tons.</p>
+
+<p>The times of transit, or rates of speed, are given in the following
+miscellaneous record, and as published, from time to time, from 1858 to
+1862:</p>
+
+<p class="ships">The <i>Wack</i> was 7 days, total time, with boat in tow, from Buffalo to Troy.</p>
+
+<p class="ships">The <i>Wack</i> was 4 days 16 hours, net time, with half freight, from Troy to
+Buffalo.</p>
+
+<p class="ships">The <i>Sternburg</i> was 28 hours, total time, with boat in tow, from Buffalo to
+Rochester, 93 miles, averaging 3&#8531; miles per hour.</p>
+
+<p class="ships">The <i>Ruggles</i> was 5&frac12; days, net time, with boat in tow, from Buffalo to
+Troy, and 6 days 14 hours, net time, from Buffalo to New York.</p>
+
+<p class="ships">The <i>Eclipse</i> was 7&frac12; days, total time, without tow, from Buffalo to
+Troy, and 5&frac12; days, total time, without tow, from Troy to Buffalo.</p>
+
+<p class="ships">The <i>Gold Hunter</i> was 7 days 5 hours, total time, without tow, from Buffalo
+to Troy.<span class='pagenum'><a name="Page_14" id="Page_14">[14]</a></span></p>
+
+<p class="ships">The <i>Rotary</i> was 4 days 4 hours, total time, with half freight, from Troy
+to Buffalo, and 3 days 16 hours, net time.</p>
+
+<p class="ships">The <i>Bemis</i>, a screw-tug, with three boats, was 5 days and 8 hours, net
+time, from Buffalo to Schenectady, 321 miles, average 2&frac12; miles per hour.</p>
+
+<p class="ships">The <i>Washington</i>, do., with 3 boats, was 5 days 2 hours, net time, from
+Buffalo to Cohoes, 340 miles, average 2&frac34; miles per hour.</p>
+
+<p class="ships">The <i>Dan Brown</i>, do., with three boats, was 6 days, net time, from Buffalo
+to Albany, 351 miles, average nearly 2&frac12; miles per hour; and was 7 hours
+from Buffalo to Lockport, 31 miles, averaging 4&#8532; miles per hour.</p>
+
+
+<h3><span class="smcap">Years 1871 and 1872, as Published</span>.</h3>
+
+<p class="ships">The <i>Dawson</i> and the <i>Cathcart</i> have both made and repeated through trips
+from Buffalo to Troy, with <span class="above">5</span>&#8260;<span class="below">6</span> of horse cargoes, in about 7 days, total
+time.</p>
+
+<p class="ships">The <i>Port Byron</i> was 5 days 10&frac12; hours, total time, and 4 days 7 hours,
+net time, with 117 tons of freight, from Troy to Buffalo, from Oct. 29th to
+Nov. 4th. <i>The more important down time</i> was not published.</p>
+
+<p class="ships">The <i>Baxter</i> was 5 days 14 hours, total time, and 4 days 9 hours, net time,
+with half freight, from Troy to Buffalo, from Oct. 29th, in the morning, to
+Nov. 3d; from Sept. 30th to Oct. 5th she was 5 days on her up trip, and
+early in September was 5 days, also, from Troy to Buffalo.</p>
+
+<p class="ships2">On her first trip down she left Buffalo Sept. 12th, and arrived at West
+Troy, the 19th, in 7 days 4 hours, total time, and reached New York the
+21st, in 8 days 13<span class='pagenum'><a name="Page_15" id="Page_15">[15]</a></span> hours, total time, with 200 tons of freight. In some
+way she reduces her 7 days 4 hours to 4 days 8 hours, net time, to Troy;
+and her 8 days 13 hours, to New York, to 5 days 17 hours.</p>
+
+<p class="ships2">Second trip down was from Buffalo to Waterford, when she was longer upon
+the canal than on her first trip of over 7 days.</p>
+
+<p class="ships2">Third trip down, left Buffalo Nov. 9th, and arrived at Troy 15th, and New
+York 17th, or over 6 days to Troy, and 8&frac14; to New York, with <span class="above">5</span>&#8260;<span class="below">6</span> horse
+cargo. This canal trip was during the horse epidemic, and the large number
+of boats laid up made it very favorable for steam.</p>
+
+<p class="ships2">But the <i>Baxter's times</i> have been developed by a model which would require
+<i>one-third of a common boat to be rebuilt</i>&mdash;one-sixth at the bow and
+one-sixth at the stern&mdash;it is, therefore, proper to state, that if we put
+her machinery and steam capabilities into a common boat&mdash;and the seven
+thousand such boats cannot be dispensed with&mdash;it would be <i>very slow</i>, as
+her speed would be reduced by three causes:</p>
+
+<p class="ships2">1st. Because of an increased velocity of bow displacement at a reduced
+speed of boat.</p>
+
+<p class="ships2">2d. Because of an increased velocity of stern replacement, at a reduced
+speed of boat, against the mechanical or counteracting propelling currents.</p>
+
+<p class="ships2">3d. Because the percentage of wasted power is increased, and of utilized is
+diminished, by greater resistance to motion.</p>
+
+<p class="ships">The <i>Wm. Newman</i> left New York Oct. 30th, and arrived at Buffalo Nov. 7, in
+8 days, with 120 tons of freight.</p>
+
+
+<h3><span class="smcap">Relations of Time&mdash;Twelve Years Ago and Now</span>.</h3>
+
+<p>The <i>Wack's</i> through time from Buffalo to West Troy, with boat in tow, is
+the same as the <i>Baxter's</i> average without tow.<span class='pagenum'><a name="Page_16" id="Page_16">[16]</a></span></p>
+
+<p>The <i>Ruggles'</i> net time, from Buffalo to New York, with boat in tow, is
+only 21 hours in excess of the <i>Baxter's</i> shortest net time without tow.</p>
+
+<p>The through times of the <i>Eclipse</i> and <i>Gold Hunter</i>, from Buffalo to West
+Troy, without tow, are just equal to the <i>Baxter's</i> first and second trips.</p>
+
+<p>The <i>Rotary's</i> through time up, with half freight, is nearly one day less
+than the <i>Byron's</i>, <i>Baxter's</i> or <i>Newman's</i> shortest through time. Her net
+time is 17 hours less than the <i>Baxter's</i> shortest net time.</p>
+
+<p>The net time of the tugs, each with three boats in tow, is nearly equal to
+the <i>Baxter's</i> without tow, from Buffalo to West Troy.</p>
+
+<p>Therefore, by this comparison of times, the one day extra allowed for the
+greater steam resources of the former era with a boat in tow, is ample; and
+the policy of that era is plainly more economical for freight than that of
+the past two years.</p>
+
+<p style="padding-top: 1em"><span class="smcap">We therefore observe</span>: That the policy of introducing steam canal-boats as
+carriers of freight, is illustrated in the <i>Niagara</i>, <i>Eclipse</i>, <i>Gold
+Hunter</i> and <i>Rotary</i>. The policy of carrying and towing one boat, in the
+<i>Wack</i>, <i>Sternburg</i>, <i>Ruggles</i>, <i>City of Buffalo</i> and <i>Viele</i>. The policy
+of screw-tugs in the <i>Gov. King</i>, <i>Bemis</i>, <i>Washington</i>, <i>Lafayette</i>,
+<i>Stimers</i>, <i>Dan Brown</i> and the paddle-wheel tug <i>Fall Brook</i>. Under each
+policy steam was a failure on the canals under the agencies tried. The
+single carriers died first; the tugs second; the carriers and one boat
+third; and last, the carriers with three-boat tows.</p>
+
+<p>In 1861 and 1862, the policy of using the powerful canal steamers,
+<i>Ruggles</i> and <i>City of Buffalo</i>, to carry freight and tow three boats each,
+was introduced to supersede the former policies. During these years the
+privilege of priority at locks, by paying double toll on the boats, was
+suspended, and soon thereafter steam was totally abandoned.</p>
+
+<p>It is noticeable that the steamers for carrying, only, had less vitality,
+and were less economical, than those for carrying and towing, and those for
+carrying and towing but one boat had less than those for carrying and also
+towing three boats.</p>
+
+<p>Hence, the carrying steamers, or the automaton policy of<span class='pagenum'><a name="Page_17" id="Page_17">[17]</a></span> 1871 and 1872,
+can only compare with the automaton policy of the former era, and they must
+have less vitality, and be less economical, than those other for carrying
+and towing one boat, and still less than those for carrying and towing
+three boats.</p>
+
+
+<h3><span class="smcap">Steam in 1872 Less Economical than Horses</span>.</h3>
+
+<p>It has been clearly shown that <span class="smcap">steam</span> in 1872 is less economical than in
+1858 to 1860, and still less so than in 1861 and 1862.</p>
+
+<p>But <span class="smcap">steam</span>, in its former history, failed to compete with <span class="smcap">horses</span>; and as, in
+its recent history, it has failed to be as economical as in its former,
+because of less economical policies of introduction (machinery being
+substantially the same), it follows that its failure to compete with horses
+must be still more marked, still more disappointing to the hopes
+entertained by the Legislative Department of the State, that independent
+financial encouragement could possibly foster and develop steam
+successfully, than it was in its former most significant failures.</p>
+
+<p>But steam in 1872&mdash;independent of its failure as compared to itself in
+1858&mdash;is shown to be less economical than horses by <i>direct comparison of
+steamers and horse-boats</i>.</p>
+
+<p>As steamers have run under a prospective bounty of one hundred thousand
+dollars for a success, <i>they have been first-class in all their
+appointments</i>, and have been, as in the language of one of their engineers,
+"rushed through," it is strictly proper to compare them with a well-known
+duty of <i>first-class horse-boats</i>, under the ordinary business enterprise
+of their captains.</p>
+
+<p>Thus, the first-class modern horse-boat can carry a cargo of 8,800 bushels,
+or 244 tons of corn, and make seven round trips between New York and
+Buffalo per season, averaging a round trip per month for the season of
+navigation.</p>
+
+<p>The most systematic and business-like trials <i>that have made speed an
+element of competitive economy</i>, are the <i>Port Byron</i>, <i>Baxter</i> and
+<i>Newman</i>.</p>
+
+<p>The short lives of the <i>Viele</i> and the <i>Fall Brook</i> in canal service,
+render it unnecessary to give details of the <i>Byron</i>.<span class='pagenum'><a name="Page_18" id="Page_18">[18]</a></span></p>
+
+<p>The <i>Baxter</i> left New York late in August or early in September, in new and
+perfect equipment, in a supposed race for a hundred thousand dollars, and
+through September, October and to the 19th of November was in the trade,
+and was in a contest for superiority or supremacy. During this time she
+delivered at New York two freights, and at Waterford one freight, being the
+<i>equivalent</i> of three freights of 7,200 bushels each, or a total of 21,600
+bushels of corn; with runs <i>equivalent</i> to two and two-thirds round trips.</p>
+
+<p>But she had priority at locks and right of way at all times, so that the
+horse-boat, at the sound of her steam whistle, when fifty feet behind, must
+stop and lay over to the tow-path and let her pass. Under these privileges
+and benefits she was enabled to make her first time between Buffalo and
+West Troy, as advertised, in a few hours over (7) seven days; her second,
+required still longer time; her third, being when the horse-disease had
+nearly "tied up" all other boats, so that she had a river-like freedom, she
+required about (6) six days, thus <i>averaging about</i> (7) seven days from the
+Lakes to the Hudson.</p>
+
+<p><i>Give any first-class horse-boat captain</i> a supposed or possible bounty of
+a hundred thousand dollars, with priority at locks and right of way, and he
+would in the same time have delivered three times 8,800, or a total of
+26,400 bushels of corn from the Lakes to the <i>Baxter's</i> destinations; or
+4,800 bushels of corn in excess of the <i>Baxter's</i> capabilities; and have
+delivered at Buffalo the same up-freights, with ease.</p>
+
+<p>But the profits of this excess pays a profit over the entire cost of
+horse-movement, leaving the <i>Baxter</i> in debt for her entire cost of
+movement, for her entire time, and an excess in addition.</p>
+
+<p>Again, suppose <i>Baxter's</i> were multiplied and <i>reduced to horse-boat
+regulations</i>, then she would have to make eleven trips to deliver at
+tidewater the freight of nine horse-trips&mdash;as 11&nbsp;&times;&nbsp;7,200&nbsp;=&nbsp;9&nbsp;&times;&nbsp;8,800. This
+she cannot do in the <i>same time</i>, nor can she do it at the <i>same expense</i>.
+Her necessity for the two extra trips would destroy her economy and
+practicability, or her competitive abilities as against horses.</p>
+
+<p>Hence she is obviously and largely deficient in economy as compared to
+first-class horse-boat.<span class='pagenum'><a name="Page_19" id="Page_19">[19]</a></span></p>
+
+<p>The <i>Wm. Newman</i> run 5,000 miles from May 17th to November 7th, carrying in
+the aggregate 2,330 tons of freight. Her time is 5&#8532; months; her mileage
+is five round trips from Buffalo to and from New York, by the canal 1,000
+miles round, each; her freightage is (5&nbsp;&times;&nbsp;210 or) 1,050 tons down and (5&nbsp;&times;&nbsp;120 or) about 600 tons up, total 1,650 tons This amount carried indicates a
+towage of two boats down with full freight, and up, through the canal, with
+half freight; all of which make her aggregate tonnage.</p>
+
+<p>If we allow one and two-thirds months for her towing trip, and leave four
+months for her four round trips, or a run of 4,000 miles, delivering in New
+York (4&nbsp;&times;&nbsp;210 or) 840 tons, and in Buffalo (4&nbsp;&times;&nbsp;120 or) 480 tons, total
+1,320 tons, it may be supposed nearly correct in the absence of details.</p>
+
+<p>A horse-boat, in same time and circumstances, would have made the 4,000
+miles and have delivered in New York (4&nbsp;&times;&nbsp;244 or) 976 tons, and at Buffalo
+(4&nbsp;&times;&nbsp;120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons,
+equivalent to 4,850 bushels of corn. To make this wantage of freight good,
+requires nearly two-thirds of a full cargo, or of a full round trip. Hence,
+she is obviously and largely deficient in economy, as compared to a
+first-class horse-boat.</p>
+
+<p><i>Therefore steam in 1872 is less economical than horses</i>.</p>
+
+
+<h3><span class="smcap">Horse-Boat Times</span>.</h3>
+
+<p>Under another view of the case we have the following relations of horses
+and steam to show that steam in 1872 is less economical than horses.</p>
+
+<p>The captain of the <i>Vosburg</i> states that he left West Troy in Oct.,
+carrying over 100 tons of freight, after the <i>Baxter</i> had left there for
+Buffalo, <i>and with two mule teams</i>, alternating one with the other every
+six hours, he arrived at Buffalo in advance of the <i>Baxter</i>; <i>through time
+less than the Baxter's shortest time</i>. "Net time" not stated.</p>
+
+<p>Publishing <i>net time</i> of steamers instead of total or through time, is
+deceptive, and creates a false impression with the community. Had not the
+through time of steamers this season been suppressed, the governor of the
+State would not have<span class='pagenum'><a name="Page_20" id="Page_20">[20]</a></span> imagined five-day trips from Buffalo to New York, as
+per his message, and our city editors would not have ventilated such
+visionary pretensions. There are a multitude of horse-boat captains that
+can reduce their <i>net canal time of movement</i> below the <i>Baxter's</i>, which
+has been so extensively commented upon; but their so doing would not
+expedite the transfer of grain from the lakes to tide-water.</p>
+
+<p>A certain horse-boat, in a former season, made two round trips from Buffalo
+to and from New York in twenty days each, and on each trip lay three days
+in New York. This made her through time <i>average</i> between the cities 8&frac12;
+days each way. Her captain once towed in the "Line" and was only nine days
+twenty hours from Buffalo to New York. This season a horse-boat made the
+round trip from New York to and from Buffalo in twenty-one days.</p>
+
+<p>These <i>round trips</i> have probably never been exceeded by steam.</p>
+
+<p>In the former era the prism of the canal seemed imbedded with innumerable
+old and broken tow-lines, which the propeller, by its high velocity, sucked
+up, and was thereby "fouled;" and now the sea-grass is a hidden enemy that
+entwines itself around the propeller to foul it.</p>
+
+<p>When the waters are low, forcing the engines of screw propellers lets the
+stern of the boat "squat" or hug the bottom, and although these are minor
+features of want of mechanical adaptation to canal duty, they illustrate
+petty detentions serving to lengthen the through times of steam.</p>
+
+<p>Hence, if we intermix the slow steamers with the fast ones, as we do the
+slow with the fast horse-boats, for a <i>general average</i>, it is quite
+probable that horse-times are fully equal to those of steam, and that the
+excess of horse-cargoes makes a large and handsome advantage in their
+favor.</p>
+
+<p><i>Therefore, under this general average, steam in 1872 is less economical
+than horses.</i></p>
+
+
+<h3><span class="smcap">Conditional Explanations</span>.</h3>
+
+<p>Because steam has been encouraged by the Legislature, heralded by the
+press, and favorably reported by the Execu<span class='pagenum'><a name="Page_21" id="Page_21">[21]</a></span>tive officers of the State as a
+standard of advancement most desirable to attain, <i>a supposition very
+generally prevails outside of canal men that it will succeed</i>.</p>
+
+<p>As early as 1845, before the enlargements, three steamers were built and
+tried, and one, the <i>Pioneer</i>, ran from New York to Oswego in five days,
+total time, 362 miles; and <i>then "supposition very generally prevailed that
+steam would succeed</i>." But light freights would not pay then as against
+full horse-freights; neither would they pay from 1858 to 1862; neither have
+they paid in 1872, as against horses.</p>
+
+<p>A large part of the boats own and carry their horses, two teams (four
+horses), alternating the teams from boat to tow-path every six hours. Many
+desire to see the hardships, cruelties and dangers to horses obviated. It
+is said that one company during the war, when most of the best drivers
+turned soldiers, lost as many horses during the season as they put on for
+all their boats in the spring; that is, they had to purchase a complete
+equipment to make good their losses.</p>
+
+<p>Some humane captains tow by the "lines" to avoid suffering and dangers to
+horses, many of which are drowned, and many left by the wayside. When
+changed from tow-path to stable, a stout man must hold the horse by the
+tail as he descends the steps into the stable, to prevent his pitching
+against the opposite side; and he holds with greater difficulty as he
+descends the bridge from the high, light boat to the tow-path, which is
+often more dangerous than the stable descent.</p>
+
+<p>Others tow by the "lines"&mdash;take turns for teams, often with tedious
+delays&mdash;and they are, to a great extent, <i>subservient to the drivers</i>, else
+they suffer by their indifference, laziness or caprices, and many are sure
+to do their "poorest," unless they are feed extra.</p>
+
+<p>All would be charmed with towage by steam, if done with economy, dispatch,
+regularity and safety; but quite another feeling prevails under the
+suggestions of changing drivers for engineers, stables for engine-rooms,
+horses for machinery, and light cargos for full ones, as in case of
+converting the horse-boat to a steamer.</p>
+
+<p>Steam, as used for towing purposes, would be acceptable and subservient to
+the several thousand boatmen constantly in service.<span class='pagenum'><a name="Page_22" id="Page_22">[22]</a></span></p>
+
+<p>If we give to the automaton system of steam <i>any privileges</i> over
+horse-boats&mdash;excepting for incidental initiatory encouragement to steam&mdash;we
+have a war of the many against the few. In the former era the double toll
+system was obliged to be suspended, and the no-toll system of this era is
+only a temporary sufferance.</p>
+
+<p>Therefore, steam must stand or fall by its own merits, and should be
+fostered and developed until horses possess no competitive ability.</p>
+
+
+<h3><span class="smcap">Canal Necessities</span>.</h3>
+
+<p>The history of the experiments for means of propulsion on our canals shows
+that no system has been developed by means of which the carrying power of
+these great channels of communication can be made available by steam. If
+this deplorable fact is to be overcome, it must be through the aid of the
+inventor; we must have some instruments of propulsion not hitherto in use,
+and some other means of application of the propelling power than those now
+in practice, or steam can never be sufficiently utilized to supersede
+horses on canals.</p>
+
+<p>We see the New York and Albany tow-boats, with from twenty to forty loaded
+canal boats, running at four miles per hour, and they have taken over sixty
+boats in a single tow from New York to Albany. But an engine, with a
+respectable part of their steam, can take but a <i>small fraction</i> of their
+boats, and at a largely reduced speed on the canal.</p>
+
+<p>The doom of 1845, of 1858 to '62, and of 1871 to '72, hangs over steam like
+a shroud; it is a mechanical doom. Steam should be mechanically elevated so
+that it can utilize from a third to half of its power, and so that an
+engine can develop an equivalent of thirty to fifty horses on the tow-path
+to a train of boats, and so that it can take trains of ten to fifteen boats
+on the two sixty-miles levels&mdash;where large hulls can be built and used
+without necessity of passing locks&mdash;and somewhat smaller trains on the
+other parts of the canal, averaging eight to ten boats per tug, or moving
+from 70,000 to 80,000 bushels of corn, all as fast as they can be safely
+handled, and then the day of horses is limited, and canals will need new
+arrangements, new regulations and new customs.<span class='pagenum'><a name="Page_23" id="Page_23">[23]</a></span></p>
+
+<p>Tugs on the canal have never exceeded a utility of eight to fifteen per
+cent. of the inherent power of their steam. Hence, they have never had
+towing power to develop the movement of trains of boats; but when they can
+be made mechanically to utilize from thirty to fifty per cent., the train
+movement becomes initiated with boats just as absolutely as with cars, and
+the tow-boat system will be just as prominently and universally established
+between Buffalo and Albany as it is between New York and Albany.</p>
+
+<p>It is perfectly practical for steam, when it shall possess a respectable
+mechanical adaptation to canal duty; that is, when it shall not be so
+shamefully profligate in expenditures of power&mdash;<i>to double the average
+speed of horses, or lessen the general average of ten days on the canal to
+five days</i>, of which the down trips may overrun and the up trips fall
+short, as with horse average.</p>
+
+<p>When a single tug shall equal 30 to 50 horses on the tow-path, it equals 60
+to 100 of supply, as all require the alternate team.</p>
+
+<p>The automaton system of steam is a hinderance to horse-boat navigation,
+besides increasing the risks and dangers, whilst the towing system, in
+substitution for horses, greatly improves the navigation and lessens the
+risks and dangers. Averaging the total mileage of a season with horse-boat
+times of transit, and boats meet each other every twenty minutes, night and
+day including Sundays, for seven months. To carry this tonnage, there must
+be eleven meetings of steamers to nine by horses, which increases the risks
+and dangers twenty-two per cent.; on the other hand, tows to the same
+tonnage would only meet each other about every three hours, hence for long
+distances they have an unobstructed water way.</p>
+
+<p><span class="smcap">Mechanical invention</span>, to adapt steam to the heavy resistances of canal
+boats, is therefore the first and greatest necessity of canals.</p>
+
+<p>A second necessity will be <span class="smcap">auxiliary and co-operative power at the locks
+and short levels</span>.</p>
+
+<p>These must be local, and may be by stationary steam-power, by water-power
+from the upper levels, or by horses.</p>
+
+<p>Thus, there would be only one detention of a tug through<span class='pagenum'><a name="Page_24" id="Page_24">[24]</a></span> all the sixteen
+locks from West Troy to Cohoes&mdash;only one wherever there are two or more
+locks near each other, and at all locks there must be an independent local
+power to handle all boats. In this way tugs will lose less time between
+Buffalo and Albany than horse-boats do in changing teams from boat to
+tow-path every six hours.</p>
+
+<p>Following these necessities, new rules, regulations and customs will be
+established, protecting the rights and equities of all.</p>
+
+<p style="padding-top: 1.5em">A third necessity will be a <span class="smcap">centralized management</span>, or control of all tugs,
+train-movements, and local powers at short levels and locks.</p>
+
+<p>This is essential to a harmony of movements, to a proper distribution of
+motors, and to a proper adaptation to all the ebbs and flows of trade. This
+is just as essential for the tugs of a canal as for the locomotives of a
+railway. Provided the control of steam shall be held, <i>upon the merits of
+some invention</i>, protected by Letters Patent from the General Government;
+then the owners thereof might establish a centralized management to meet
+the merits, demands and exigencies of the case. They could <ins class="correction"
+title="Transcriber's note: original reads 'enfore'">enforce</ins> a
+harmony of interests between all trains and a harmony of police
+regulations, and they could enforce a consolidation of effort and
+co-operation to meet any exigency, just as a railway company can
+consolidate and develop its efforts upon any necessitous occasion.</p>
+
+<p style="padding-top: 1.5em;">In the nature of the case, these three necessities, when accomplished, will
+give to steam <i>the universal movement of boats</i>.</p>
+
+<p style="padding-top: 1.5em">First.&mdash;Because it becomes a cheap motor in regard to which horses can hold
+no competitive claim.</p>
+
+<p>This is seen from the fact that when steam can only utilize from eight to
+twelve per cent. of its power, as under the two eras of steam, the two best
+steamers&mdash;the <i>S.&nbsp;B. Ruggles</i> and <i>City of Buffalo</i>&mdash;lived five years in
+competition with horses, nothing since has exceeded their economies or
+capabilities; but give the steam they used a utility of thirty to fifty per
+cent.,<span class='pagenum'><a name="Page_25" id="Page_25">[25]</a></span> or over three times its present capabilities, and no team can be
+supported in competition.</p>
+
+<p style="padding-top: 1.5em">Second.&mdash;Because it possesses the economies of concentrated power.</p>
+
+<p>Horse-power must be diffused into small and limited qualities to be
+economical. The cost of double, treble, or quadruple teams, to increase
+speed or reduce time, swells the cost of transportation almost in like
+ratio, and would eat largely into the value of cargoes.</p>
+
+<p>With the <i>present enormous waste of steam-power, trains with over three
+boats</i> begin to increase the cost of freight per ton. The <i>Governor King</i>
+was less economical with five boats than with three. On a part of the
+Eastern Division, two powerful tugs, lashed side by side on the levels,
+have taken a train of (17) seventeen boats successfully. Give to half their
+combined steam fifty per cent. addition to their combined power, and train
+movement receives an important inauguration. Economy, dispatch, regularity
+and a universal harmony of interests prevail.</p>
+
+
+<h3><span class="smcap">Summary</span>.</h3>
+
+<p>The considerations of facts and suggestions herewith presented, embody
+important reasons for the Legislature to continue in force the Act of
+April, 1871, "to foster and develop the inland commerce of the State." It
+seems well adapted to influence, encourage and facilitate the development
+of mechanical, inventive talent; and to this end, all interests pertaining
+to the immediate elevation of canals, to the benefits of steam, should
+co-operate.</p>
+
+<p>To encourage invention to utilize the steam is of paramount importance,
+because the other "<i>necessities</i>" will then be met, and they need no
+legislation, for common business talent will supply their demands.</p>
+
+<p>The <span class="smcap">Mechanical Necessities</span> of our canals are greater than pertain to any
+possibilities by the old systems of propulsion. <i>It is not sufficient for
+steam to barely or doubtfully compete with horses, it should supersede them
+with the same <ins class="correction"
+title="Transcriber's note: original reads 'superiorites'">superiorities</ins> and same universality</i> that it has on
+railways.<span class='pagenum'><a name="Page_26" id="Page_26">[26]</a></span></p>
+
+<p>Where steam is mechanically adapted to its uses, horses bear no comparison
+to its economies; hence, give steam its required mechanical adaptation to
+canals, and horses must be <ins class="correction"
+title="Transcriber's note: original reads 'adandoned'">abandoned</ins>.</p>
+
+<p>The enthusiasm of 1872, in regard to steam, is less than in 1858, but there
+is a deep feeling of necessity for steam permeating the community, and it
+should be encouraged and directed in the proper channel, for the anxieties
+of 1858 <i>foundered on incompetent mechanism</i>, and the anxieties of 1872
+<i>are in the same impassable channel</i>.</p>
+
+<p style="padding-top: 1.5em">The Governor's Message of 1873 renews the scheme which was prominently
+before the Legislature a few years since, which was to lengthen one tier of
+locks by gates of different construction, and so as to receive longer boats
+of present width; yet a single thought will show that <i>this will not help
+steam</i>; for the insatiable desire for maximum cargo will put the <i>Bull
+Head</i> boat into the long locks, just as it has into the present locks, and
+sharp steamers cannot compete with it.</p>
+
+<p>It is proper to observe that such lengthening of <i>one tier</i> will first:
+coerce present boatman to sacrifice their property, which with boats and
+equipments, exceeds a valuation of twenty million dollars, or else cut the
+boats into two parts, and lengthen them (and strengthen their sides and
+"back-bones") to the full capabilities of the lengthened locks; for the
+short boats cannot compete with the long ones.</p>
+
+<p>Then, when the mass are altered, they will coerce the State to alter the
+second tier, because it becomes worthless and inoperative, and because the
+one tier becomes incapable of passing so great a multitude of boats, and it
+would otherwise greatly reduce the carrying capacity of the canals.</p>
+
+<p>The State is sure to complete the removal of the "benches" on the remaining
+part of the "Eastern Division" as they are already removed from a part, and
+from the Middle and Western Division; and then we can find no fault with
+the canal. <i>But this will not help steam</i> vs. <i>horses</i>. All improvements
+help horses equally with steam, and there is the ever-pending difference of
+cargo.</p>
+
+<p>The same authority discusses the advantages to follow, "if<span class='pagenum'><a name="Page_27" id="Page_27">[27]</a></span> the time can be
+shortened from Buffalo to New York from (14) fourteen to (5) five days,"
+&amp;c. If a hundred thousand dollars reward <i>for expedition</i>, pending during
+two seasons of navigation, has proved insufficient to reduce the <i>average</i>
+of the three shortest <ins class="correction"
+title="Transcriber's note: original reads 'trips with,'">trips, with</ins> 200 tons cargo, below seven days total or
+actual time from Buffalo to West Troy, the five days to New York, with the
+present knowledge of steam machinery, becomes an impossibility. But
+newspapers have preceded the message with the false supposition and the
+same error.</p>
+
+<p>The extraordinary measures initiated by the N.&nbsp;Y. Central R.&nbsp;R., by their
+forty million dollars issue of bonds for the construction of <i>a double
+track exclusively for freight</i>, shows the growing importance of this
+already immense business, and whilst automaton steamers, <i>under the known
+mechanism of the age</i>, will inevitably lessen the carrying capacity of the
+canal, by filling its locks&mdash;which alone control the maximum carrying
+capacity&mdash;eleven times with light cargoes in place of nine times with full
+freights; <i>the mechanical elevation</i> and substitution of steam, as shown by
+the <span class="smcap">Canal Necessities</span> herein set forth, possesses still more extraordinary
+importance.</p>
+
+<p>Every consideration enforces the <span class="smcap">Necessities</span>, set forth in this appeal, <span class="smcap">of
+Mechanical Improvement, Local Auxiliary Power, and Concentrated Management</span>.</p>
+
+<div class="note">
+<h3>TRANSCRIBER'S NOTES</h3>
+
+<p>Please hover your mouse over the words with a thin dotted gray line
+underneath them for seeing <ins class="correction"
+title="like this">what the original reads.</ins></p>
+
+<p class="center">LIST OF FIXED ISSUES</p>
+
+<ul><li>p. <a href="#Page_24">024</a>&mdash;typo fixed, changed 'enfore' to 'enforce'</li>
+<li>p. <a href="#Page_25">025</a>&mdash;typo fixed, changed 'superiorites' to 'superiorities'</li>
+<li>p. <a href="#Page_26">026</a>&mdash;typo fixed, changed 'adandoned' to 'abandoned'</li>
+<li>p. <a href="#Page_27">027</a>&mdash;typo fixed, moved a comma after 'with' to after 'trips'</li>
+</ul>
+
+</div>
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
+
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+Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: History of Steam on the Erie Canal
+
+Author: Anonymous
+
+Release Date: December 28, 2006 [EBook #20209]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK HISTORY OF STEAM ON THE ERIE CANAL ***
+
+
+
+
+Produced by Bryan Ness, Irma Spehar and the Online Distributed
+Proofreading Team at https://www.pgdp.net (This book was produced
+from scanned images of public domain material from the Google Print
+project.)
+
+
+
+
+
+HISTORY OF STEAM
+ON THE
+ERIE CANAL.
+
+
+Appeal for the Extension of the Act
+of April, 1871, "to Foster and
+Develop the Inland Commerce
+of the State,"
+
+FOR THE BENEFIT OF THE CANALS
+AND THE
+COMMERCIAL COMMUNITY.
+
+
+_NEW YORK, JANUARY, 1873._
+
+
+NEW YORK:
+EVENING POST STEAM PRESSES, 41 NASSAU STREET, COR. LIBERTY.
+1873.
+
+
+With Respects of the Author,
+
+155 Broadway, N. Y.
+
+
+HISTORY OF STEAM
+ON THE
+ERIE CANAL.
+
+
+SCREW PROPELLERS FROM 1858 TO 1862.
+
+During the maple sugar season of the spring of 1858, a well-to-do farmer,
+of western New York, whittled out a spiral or augur-like screw-propeller,
+in miniature, which he thought admirably adapted to the canal. He soon
+after went to Buffalo, and contracted for a boat to be built, with two of
+his Archimedean screws for propulsion by steam.
+
+Although advised by his builders to substitute the common four-bladed
+propellers, he adhered to his original design, and with one propeller at
+either side of the rudder--called "twin-propellers"--she was soon ready for
+duty. She is the vessel known to history as the _Charles Wack_.
+
+She carried three-fourths cargo and towed another boat with full cargo, and
+made the trip from Buffalo to West Troy in seven days, total time,
+averaging two miles per hour. But she returned from Troy to Buffalo, with
+half freight, in four days and sixteen hours, net time; averaging three and
+one-twelfth miles per hour, without tow.
+
+This initiated the series of steamers from 1858 to 1862, and, with others
+that soon followed, created a general enthusiasm in behalf of steam
+transportation, which led to a trip through the canal that fall, on a
+chartered steam-tug, by the Governor of the State, the Canal Board, and
+other notables, and with public receptions, speeches, &c., at different
+cities along the route.
+
+That boat was soon followed by the _S. B. Ruggles_, a first-class steam
+canal-boat, built by the Hon. E. S. Prosser, of Buffalo, with a first-class
+modern propeller, and with double the engine capacity of the former.
+
+The _P. L. Sternburg_ soon followed, and was a first-class boat, with
+modern twin-propellers, but with less engine capacity than the _Wack_.
+
+The same season there were some local steamers built to run regularly
+between different cities on the line of the canal.
+
+The following season of 1859 was the most active year the Erie Canal has
+ever known in regard to steam.
+
+The _C. Wack_ was sold to Mr. Prosser, who took out her Archimedean
+propellers, and substituted a modern propeller, and doubled her engine
+capacity, and reproduced her as the _City of Buffalo_.
+
+The _Gold Hunter_ was produced by the Western Transportation Company, of
+Buffalo. She was a short, oblong tub, with a square, box-like bow, and
+rounded stern, designed only to carry machinery and coal, and was to be
+recessed into the stern of ordinary horse-boats by cutting away an
+equivalent space therefrom. She was designed to make a trip on the canal,
+and be immediately transferred to another boat for return trip, thus to
+avoid the usual loss of time at the termini of the canal. She was abandoned
+after a brief trial.
+
+The canal-boat _Niagara_ had the Cathcart propeller supplied, which
+consisted of a union of the propeller and rudder by a universal joint in
+the shaft, and so adjusted as to unite them for steerage purposes. This
+design was tried on the steamer _Cathcart_, upon the Chesapeake and Ohio
+Canal, in 1858, and with considerable newspaper _eclat_.
+
+The _Rotary_, of New York, was a new steamer for freighting purposes, with
+a rotary engine and common propeller. This occupied but little space, and
+worked prettily on exhibition.
+
+The _Eclipse_, of New York, was new, and had oscillating propeller engines.
+
+
+SCREW-TUGS.
+
+The _Gov. King_ was a medium-sized New York harbor propeller, and made
+repeated trips with three boats in tow, and one trip with five boats. She
+was so slow as to be unremunerative, as compared with horses.
+
+The Western Transportation Co., after the failure of the _Gold Hunter_,
+built two powerful tugs, the _Washington_ and _Lafayette_. They were soon
+withdrawn.
+
+Mr. Prosser built the first-class tug, _Stimers_, but she had a short canal
+history.
+
+The tugs, _Bemis_ and _Dan Brown_, made good runs each, with three boats in
+tow, but were short-lived canallers.
+
+
+PADDLE-WHEELS AND OTHER DEVICES.
+
+During these years the paddle-wheel system was thoroughly tried, and under
+varied circumstances.
+
+As the locks prevented the use of side-wheels for full freights, an
+adjustable stern-wheel was tried. This could be raised or lowered in
+adaptation to the light or full cargo.
+
+The _H. K. Viele_ was a first-class canal steamer, with stern-wheel and
+vertical, or excentric, acting paddles. These were considered by some as
+peculiarly well adapted to canal purposes, yet in practice proved
+otherwise.
+
+The _Fall Brook_ was built by Mr. John McGee, of Seneca Lake renown, for
+towing purposes, intending to establish a line between Seneca Lake and New
+York city; but her canal abilities were so poor as to cause her withdrawal
+to lake duty.
+
+She had powerful engines, with vertical acting paddle-wheel, set amidships
+between twin-hulls, with a full flow of water from bow to stern, and was
+decked across forward and aft of her wheel.
+
+The _Lady Jane_, of Utica, was a bow paddle-wheel boat with small engines.
+She accomplished but little.
+
+As paddle-wheel canallers have proven less efficient than screw propellers
+they are more limited in numbers.
+
+Other contemporary devices were tried.
+
+The canal-boat, _Oswego_, had her stern recessed to receive a submerged
+horizontal, centrifugal-acting water-wheel, which received water at a
+central and ejected it at a periphery opening for propulsion.
+
+This opening could be turned for steerage or backing purposes. She was
+altered at Green Point and received good machinery at Brooklyn, but was
+soon restored to horses.
+
+Duck's-feet paddles were experimented with at Buffalo. A scull propulsion
+was tried upon the Hudson. Also hinge-bladed propellers, to open and close
+with a fore-and-aft movement at the stern. This last device was tried by a
+Doctor Hunter, who has more recently tried a "Fish-Tail Propeller," the
+blades being made of rubber, to imitate the form and elasticity of the
+tail, with mechanical imitations of movement.
+
+It is hardly necessary to add that these devices were all worthless, and
+others of miscellaneous character may have been tried, yet without merit.
+
+
+REMARKS.
+
+Wealth, experience and skill have marked this first era of steam, and
+though combined, they utterly failed. Both Mr. Prosser and the Western
+Transportation Co. were owners of fleets of splendid lake propellers, and
+were wealthy, with interests intimately identified with canals. It is
+evident there was no want, either of money, mechanical resources, or
+knowledge of canal business as basis of their failures with steam.
+
+Capital flowed into the steam enterprise from various resources, and
+ambition multiplied experiments, but with no appreciable success.
+
+The difficulties lay beyond the reach of capital and beyond the reach of
+known resources, and no adequate knowledge had been developed to solve the
+problem. Therefore, after suffering failures for several years, the State
+wisely volunteered to add extraordinary inducements by a large
+appropriation to encourage success. It could not have been to encourage the
+reproduction of former failures by the repetition of former trials.
+
+The inquiry is therefore proper, as a lesson from the history of the early
+era of steam, what are the difficulties? Why has steam failed so absolutely
+and so universally? Why did the State subsequently offer a large bounty to
+foster and develop steam.
+
+Obviously there is some hidden difficulty, some unknown inability, because
+steam is the arbiter of the age, it is the great supreme motor of man's
+agencies throughout the world, hence we come from the sublime to the
+ridiculous when we use it to load boats at Buffalo, to be towed 350 miles
+by horses.
+
+The lessons of the early era are worthless for repetition. There is no
+better screw-propelling machinery known than was then tried and abandoned;
+but the lessons are of value to discover the difficulties which must be
+remedied; to teach that the success of steam lies beyond the reach of
+publicly known mechanical resources.
+
+The trials establish plainly and incontrovertibly that the failures were
+owing to the want of _mechanical adaptation_ to required duty; to a
+_mechanical inability_ to utilize the power of the steam; to a _mechanical
+waste_ of power beyond their ability to control or remedy; and that the
+wasted power was extravagantly large and the utilized insignificantly
+small. A very intelligent captain of one of the best and most powerful
+steamers known to the Erie Canal, who had a full and carefully-kept log,
+stated that when his engine _exceeded_ a hundred horse-power of steam, he
+could only equal twelve horses on the tow-path. Thus over seven-eighths of
+his power was wastefully developed in order to render one-eighth useful.
+But this occurred when he was moving only two loaded boats--the steamer and
+one in tow--but when moving four boats--three in tow--the _percentage of
+utility_ was lessened, and he could not exceed eight to ten per cent. of
+his steam, as shown in slower movement, when fewer horses on the tow-path
+could equal him.
+
+The steamer is a reservoir, and its rotatory power is free to be developed
+"_inversely as its resistances_." Hence, when fastened to a pier, it is all
+developed in its receding currents, and _per contra_ when moving; if its
+machinery had a perfect fulcrum, it would all be developed in the run of
+the boat; consequently, on rivers and lakes, with fine-lined steamers, that
+cut the water like a knife, it is like standing in a small boat and pushing
+from a large one, but on canals, with their full bows, it is like standing
+in a large boat and pushing from a small one; the little one runs away with
+the power. The more than 100 square feet area of immersed section of the
+full bow represents the large boat, and the dozen square feet effective
+area of propeller blades, set at an easy angle for spiral motion and
+recession velocity, is the little one that squanders the power so
+extravagantly. Increase in number of boats increases this contrast. The
+propeller blades of a good canaller will move twelve to fifteen miles, in
+their line of spiral movement, to get two to three miles headway for the
+boat.
+
+_A correct scientific analysis_ can trace the developments of the
+eighty-five to ninety per cent. of the inherent power of the steam that is
+wasted on the common canal-boat, and that has no resultant effect whatever
+in the motion of the boat, just as positively as it can trace the
+co-developments of fifteen to ten per cent. that is utilized and that moves
+the boat.
+
+The practical man sees the truths of these statements. He sees steam used
+with small, medium and large engines for canal purposes, and sees them all
+fail to meet the economy of transportation established by horses; but he
+would just as soon put men on the tow-path to compete with horses as to put
+horses into his elevators to compete with steam; and that, because in the
+elevators the power of the steam is chiefly utilized, whilst on the canal
+it is chiefly wasted.
+
+It is therefore conclusive that there is an absolute necessity for a NEW
+MECHANICAL SYSTEM, for a radically different system of transmissive
+mechanism, for a system that can develop a considerable portion of the
+power of the steam in the movement of boats.
+
+The variations of the old systems of propulsion that are being continuously
+tried are worthless, in the very nature of the case, because they are in no
+sense a remedy for existing inabilities, and because they do not, in any
+sense whatever, meet the difficulties.
+
+
+STEAM IN 1871 AND 1872.
+
+SCREW PROPELLERS.
+
+Soon after the Act of April, 1871, to foster and develop the inland
+commerce of the State, the steam canal-boat _Cathcart_ was tried. She is
+like the _Niagara_ of 1859, and has not been continued in the trade.
+
+The canal-boat _George Barnard_, afterward called the _Andrew H. Dawson_,
+was tried, and has run through the season of 1872. She has a common
+propeller in her bow, with a recess from the water-line inclined to twenty
+feet aft to the bottom. Her propeller, therefore, forces the current
+against this incline and along the bottom in retardation of its progress.
+Hence, she cannot be expected to excel former trials.
+
+The _Eureka_ is an iron boat, built at Buffalo, with twin-propellers at her
+bow, set in recesses, at a diverging angle, to throw the water from the bow
+along the sides of the boat. She is built, by men of canal experience, with
+compound engines, and was designed to be a superior boat for canal
+purposes. But her _mechanical currents_ at and against the bow must have a
+retarding tendency, not compensated by any other considerations.
+
+The _George A. Feeter_ is also a twin-propeller, with diagonal, channel
+waterways on each side for about twenty-five feet, when they merge into a
+larger channel about five feet forward of the rudder. Her propellers are
+set in these channels, about ten feet aft of their side openings. With her
+propellers thus housed, the mechanical currents against the aft-sides of
+her channels are very damaging to her efficiency.
+
+The _Wm. Baxter_ is also a twin-propeller, like the _P. L. Sternburg_, of
+1858, and with compound engines, like the _Eureka_ and the _Dawson_. She is
+built of yellow pine, with easy lines, and so low as to be unable to carry
+five-sixths of a horse-cargo of wheat or corn below deck, so that her
+lightness gives help to cargo, and her sharp bow and stern to speed. But
+her construction and model were long since abandoned by canal-boat
+builders.
+
+The _Wm. Newman_ is a common propeller and double-deck boat, and carries
+two hundred and ten tons. She is much like the _Ruggles_ of 1858, but has
+less steam capabilities.
+
+The _Charles Hemjee_ was built upon the Western Division, with a
+tunnel-shaped encasement to her propeller. Of course she is reported as
+"very slow."
+
+The _John Durston_ had a propeller built in with her rudder, and driven
+with a vertical shaft, extending down through a cylindrical rudder-post,
+but was unfit for service.
+
+
+PADDLE WHEELS.
+
+The _Port Byron_ is a stern, paddle-wheel boat, with vertical or eccentric
+acting paddles, and is like the _Viele_ of 1858. She has a recess the
+entire length of her bottom of several square feet area, intended to
+facilitate a flow of water from the bow, but the flow does not occur; the
+mechanical currents of the wheel will be from the nearest water, and not
+from ninety feet forward.
+
+The _Montana_ is a similar stern-wheeler, without the recess.
+
+The _Success_ consists of two sections, to be disconnected for passing the
+locks, with paddle-wheel machinery at the bow. Her wheel, inside of the
+paddles, is a drum or cylinder, filled with cork, to be buoyant, and the
+hull has an easy, scow bow, for the water to pass under the boat.
+Practically, the large drum makes her a horizontal, cylindrical-bowed boat,
+and she mechanically throws the water therefrom against the scow-shaped
+bow, and so that the cylinder displacement with the mechanical currents,
+and the scow-bow displacement, combine to make her _very slow_. With her
+two sections she brought one and a half cargoes of corn.
+
+The _Excelsior_ has a horizontal, eccentric-acting paddle wheel, and was
+built of light iron at Green Point. She had a recess at the bow for her
+submerged wheel, and, when thus tried, found the retarding effects of the
+mechanical currents at and against the bow so great, as to cause her
+original bow-propulsion to be made stern-propulsion, when she was much
+improved. She was tried with cargo for a short distance on the canal, and
+withdrawn.
+
+The _Fountain City_ is a common boat, with machinery at her stern. She has
+two submerged horizontal, excentric-acting paddle-wheels, each of small
+diameter. These are placed under her quarters, in the rudder cross-section,
+and she is steered by her machinery. The characteristics of these wheels
+are like the _Excelsior's_, and the eccentric variations of both--together
+with the _Byron's_, _Montana's_ and _Viele's_--are known as old devices of
+secondary merit on river, lake and ocean steamers.
+
+The _Santiago_ is a scow-boat, with a recess, or flume, the whole length of
+her bottom, to a stern propeller. Her steam was soon abandoned.
+
+An endless-chain propulsion was tried upon the Western Division, without
+success.
+
+A common canal-boat has been experimented with at Brooklyn to propel her by
+the reaction of a powerful blower or fan. This was driven first by a
+ten-horse, and next by a forty-horse stationary engine, and afterwards by a
+forty-horse oscillator. Each failed to move her from her slip, and the
+conception proved an absurdity.
+
+In addition to these, local steamers have been run between different cities
+for local purposes, more or less, since 1858, and steam-tugs have been
+brought into requisition occasionally.
+
+
+OBSERVE:
+
+This review presents the important fact, that NO NEW MECHANICAL SYSTEM HAS
+BEEN INTRODUCED.
+
+The screw-propellers and paddle-wheels are multiplications from the former
+era. The variations from the common propeller and paddle-wheel, in the
+miscellaneous devices, are all under _reductions of merit_.
+
+All the bow-propulsions, and all the variations from the _Viele_,
+_Sternburg_ and _Ruggles_ of the former, and the _Byron_, _Baxter_ and
+_Newman_ of the present era, are inferior, whether viewed practically or
+scientifically.
+
+Hence, steam has received no mechanical advancements since 1858; and the
+efforts of 1872 are as positive and determinate failures as those of 1862.
+
+
+THE TRIALS OF STEAM IN 1872 LESS ECONOMICAL THAN IN 1858 TO 1862.
+
+It should be observed that the first trials of steam in 1858 were made
+during a season of low water, and when the Canal Board had limited the
+loading of boats to four and three-fourths feet draught of water, which,
+later in the season, was increased to five feet, and in subsequent years to
+six feet, as continued to the present time.
+
+Among the most successful trials of the first era of steam on the canals,
+may be mentioned the _H. K. Viele_, _P. L. Sternburg_, and _S. B.
+Ruggles_. Each could carry three-fourths cargo and tow a full cargo, and
+each exceed the speed of horse-boats.
+
+Among the most successful trials of the present era may be mentioned the
+_Port Byron_, _Baxter_, and _Newman_. Each can carry five-sixths of a
+common cargo, and exceed the speed of horses.
+
+In the early era of steam, _the prominent policy_ was to combine towage
+with carrying capacity by the steamer, for economical expedition. In the
+present era, it has been to make the carrying capacity of the steamer, in
+itself, economical and expeditious.
+
+This latter policy has arisen under the Appropriation Act of April, 1871,
+which limits the minimum cargo to two hundred tons, and the minimum average
+speed of three miles per hour. But these limitations must cover a superior
+economy of freight transportation to that by the former trials with steam.
+Else, they are worthless; else, they are failures, as in 1862, and their
+general introduction impracticable.
+
+As in the steamers _Byron_, _Baxter_ and _Newman_, _there is nothing
+mechanically new_, in variation from the _Viele_, _Sternburg_ and
+_Ruggles_--these trios being _respectively mechanical counterparts of each
+other_; the paddle-wheels of the _Byron_ and _Viele_, the twin-propellers
+of the _Baxter_ and _Sternburg_, and the common propellers of the _Newman_
+and _Ruggles_, being respectively identical--the economical features are
+easily considered.
+
+The first trio can carry 200 tons at good speed; the second can carry 180
+tons, and tow 240 tons; total, 420 tons, at good speed.
+
+To the first trio, two boats of each class must be altered; two sets of
+machinery must be furnished; two corps of engineers maintained, and coal
+for two round trips must be supplied, with incidental expenses to two
+steamers, to move 400 tons of freight.
+
+To the second trio, only one boat of each class is to be altered; one set
+of machinery furnished; one corps of engineers maintained, and coal for one
+round trip supplied, with the incidental expenses, to move 420 tons of
+freight.
+
+The costs of alterations and adaptations of the first trio are two-fold
+those of the second; the cost of machinery greater to the first trio than
+to the second; the costs of engineers two-fold to the first trio; the costs
+of coal about the same to each, with greater incidental expenses to the
+first than to the second _per tons of freight moved_.
+
+The differences in the two trios are in their _steam capabilities and in
+their times_; the second requires about one day extra on the canal, as
+possibly due to the locking of the tow, though no extra time is required
+where both locks of the pair are ready. But the extra twenty tons of
+freight more than pays the extra time.
+
+The times of transit or rates of speed to the two eras are very nearly
+alike, the steamers of the first having _greater steam capabilities_, as
+due to their boat in tow, whilst those of the present era have reduced
+their steam capabilities to increase their cargoes from the 180 tons to 200
+tons.
+
+The times of transit, or rates of speed, are given in the following
+miscellaneous record, and as published, from time to time, from 1858 to
+1862:
+
+The _Wack_ was 7 days, total time, with boat in tow, from Buffalo to Troy.
+
+The _Wack_ was 4 days 16 hours, net time, with half freight, from Troy to
+Buffalo.
+
+The _Sternburg_ was 28 hours, total time, with boat in tow, from Buffalo to
+Rochester, 93 miles, averaging 3-1/3 miles per hour.
+
+The _Ruggles_ was 5-1/2 days, net time, with boat in tow, from Buffalo to
+Troy, and 6 days 14 hours, net time, from Buffalo to New York.
+
+The _Eclipse_ was 7-1/2 days, total time, without tow, from Buffalo to
+Troy, and 5-1/2 days, total time, without tow, from Troy to Buffalo.
+
+The _Gold Hunter_ was 7 days 5 hours, total time, without tow, from Buffalo
+to Troy.
+
+The _Rotary_ was 4 days 4 hours, total time, with half freight, from Troy
+to Buffalo, and 3 days 16 hours, net time.
+
+The _Bemis_, a screw-tug, with three boats, was 5 days and 8 hours, net
+time, from Buffalo to Schenectady, 321 miles, average 2-1/2 miles per hour.
+
+The _Washington_, do., with 3 boats, was 5 days 2 hours, net time, from
+Buffalo to Cohoes, 340 miles, average 2-3/4 miles per hour.
+
+The _Dan Brown_, do., with three boats, was 6 days, net time, from Buffalo
+to Albany, 351 miles, average nearly 2-1/2 miles per hour; and was 7 hours
+from Buffalo to Lockport, 31 miles, averaging 4-2/3 miles per hour.
+
+
+YEARS 1871 AND 1872, AS PUBLISHED.
+
+The _Dawson_ and the _Cathcart_ have both made and repeated through trips
+from Buffalo to Troy, with 5/6 of horse cargoes, in about 7 days, total
+time.
+
+The _Port Byron_ was 5 days 10-1/2 hours, total time, and 4 days 7 hours,
+net time, with 117 tons of freight, from Troy to Buffalo, from Oct. 29th to
+Nov. 4th. _The more important down time_ was not published.
+
+The _Baxter_ was 5 days 14 hours, total time, and 4 days 9 hours, net time,
+with half freight, from Troy to Buffalo, from Oct. 29th, in the morning, to
+Nov. 3d; from Sept. 30th to Oct. 5th she was 5 days on her up trip, and
+early in September was 5 days, also, from Troy to Buffalo.
+
+On her first trip down she left Buffalo Sept. 12th, and arrived at West
+Troy, the 19th, in 7 days 4 hours, total time, and reached New York the
+21st, in 8 days 13 hours, total time, with 200 tons of freight. In some
+way she reduces her 7 days 4 hours to 4 days 8 hours, net time, to Troy;
+and her 8 days 13 hours, to New York, to 5 days 17 hours.
+
+Second trip down was from Buffalo to Waterford, when she was longer upon
+the canal than on her first trip of over 7 days.
+
+Third trip down, left Buffalo Nov. 9th, and arrived at Troy 15th, and New
+York 17th, or over 6 days to Troy, and 8-1/4 to New York, with 5/6 horse
+cargo. This canal trip was during the horse epidemic, and the large number
+of boats laid up made it very favorable for steam.
+
+But the _Baxter's times_ have been developed by a model which would require
+_one-third of a common boat to be rebuilt_--one-sixth at the bow and
+one-sixth at the stern--it is, therefore, proper to state, that if we put
+her machinery and steam capabilities into a common boat--and the seven
+thousand such boats cannot be dispensed with--it would be _very slow_, as
+her speed would be reduced by three causes:
+
+1st. Because of an increased velocity of bow displacement at a reduced
+speed of boat.
+
+2d. Because of an increased velocity of stern replacement, at a reduced
+speed of boat, against the mechanical or counteracting propelling currents.
+
+3d. Because the percentage of wasted power is increased, and of utilized is
+diminished, by greater resistance to motion.
+
+The _Wm. Newman_ left New York Oct. 30th, and arrived at Buffalo Nov. 7, in
+8 days, with 120 tons of freight.
+
+
+RELATIONS OF TIME--TWELVE YEARS AGO AND NOW.
+
+The _Wack's_ through time from Buffalo to West Troy, with boat in tow, is
+the same as the _Baxter's_ average without tow.
+
+The _Ruggles'_ net time, from Buffalo to New York, with boat in tow, is
+only 21 hours in excess of the _Baxter's_ shortest net time without tow.
+
+The through times of the _Eclipse_ and _Gold Hunter_, from Buffalo to West
+Troy, without tow, are just equal to the _Baxter's_ first and second trips.
+
+The _Rotary's_ through time up, with half freight, is nearly one day less
+than the _Byron's_, _Baxter's_ or _Newman's_ shortest through time. Her net
+time is 17 hours less than the _Baxter's_ shortest net time.
+
+The net time of the tugs, each with three boats in tow, is nearly equal to
+the _Baxter's_ without tow, from Buffalo to West Troy.
+
+Therefore, by this comparison of times, the one day extra allowed for the
+greater steam resources of the former era with a boat in tow, is ample; and
+the policy of that era is plainly more economical for freight than that of
+the past two years.
+
+       *       *       *       *       *
+
+WE THEREFORE OBSERVE: That the policy of introducing steam canal-boats as
+carriers of freight, is illustrated in the _Niagara_, _Eclipse_, _Gold
+Hunter_ and _Rotary_. The policy of carrying and towing one boat, in the
+_Wack_, _Sternburg_, _Ruggles_, _City of Buffalo_ and _Viele_. The policy
+of screw-tugs in the _Gov. King_, _Bemis_, _Washington_, _Lafayette_,
+_Stimers_, _Dan Brown_ and the paddle-wheel tug _Fall Brook_. Under each
+policy steam was a failure on the canals under the agencies tried. The
+single carriers died first; the tugs second; the carriers and one boat
+third; and last, the carriers with three-boat tows.
+
+In 1861 and 1862, the policy of using the powerful canal steamers,
+_Ruggles_ and _City of Buffalo_, to carry freight and tow three boats each,
+was introduced to supersede the former policies. During these years the
+privilege of priority at locks, by paying double toll on the boats, was
+suspended, and soon thereafter steam was totally abandoned.
+
+It is noticeable that the steamers for carrying, only, had less vitality,
+and were less economical, than those for carrying and towing, and those for
+carrying and towing but one boat had less than those for carrying and also
+towing three boats.
+
+Hence, the carrying steamers, or the automaton policy of 1871 and 1872,
+can only compare with the automaton policy of the former era, and they must
+have less vitality, and be less economical, than those other for carrying
+and towing one boat, and still less than those for carrying and towing
+three boats.
+
+
+STEAM IN 1872 LESS ECONOMICAL THAN HORSES.
+
+It has been clearly shown that STEAM in 1872 is less economical than in
+1858 to 1860, and still less so than in 1861 and 1862.
+
+But STEAM, in its former history, failed to compete with HORSES; and as, in
+its recent history, it has failed to be as economical as in its former,
+because of less economical policies of introduction (machinery being
+substantially the same), it follows that its failure to compete with horses
+must be still more marked, still more disappointing to the hopes
+entertained by the Legislative Department of the State, that independent
+financial encouragement could possibly foster and develop steam
+successfully, than it was in its former most significant failures.
+
+But steam in 1872--independent of its failure as compared to itself in
+1858--is shown to be less economical than horses by _direct comparison of
+steamers and horse-boats_.
+
+As steamers have run under a prospective bounty of one hundred thousand
+dollars for a success, _they have been first-class in all their
+appointments_, and have been, as in the language of one of their engineers,
+"rushed through," it is strictly proper to compare them with a well-known
+duty of _first-class horse-boats_, under the ordinary business enterprise
+of their captains.
+
+Thus, the first-class modern horse-boat can carry a cargo of 8,800 bushels,
+or 244 tons of corn, and make seven round trips between New York and
+Buffalo per season, averaging a round trip per month for the season of
+navigation.
+
+The most systematic and business-like trials _that have made speed an
+element of competitive economy_, are the _Port Byron_, _Baxter_ and
+_Newman_.
+
+The short lives of the _Viele_ and the _Fall Brook_ in canal service,
+render it unnecessary to give details of the _Byron_.
+
+The _Baxter_ left New York late in August or early in September, in new and
+perfect equipment, in a supposed race for a hundred thousand dollars, and
+through September, October and to the 19th of November was in the trade,
+and was in a contest for superiority or supremacy. During this time she
+delivered at New York two freights, and at Waterford one freight, being the
+_equivalent_ of three freights of 7,200 bushels each, or a total of 21,600
+bushels of corn; with runs _equivalent_ to two and two-thirds round trips.
+
+But she had priority at locks and right of way at all times, so that the
+horse-boat, at the sound of her steam whistle, when fifty feet behind, must
+stop and lay over to the tow-path and let her pass. Under these privileges
+and benefits she was enabled to make her first time between Buffalo and
+West Troy, as advertised, in a few hours over (7) seven days; her second,
+required still longer time; her third, being when the horse-disease had
+nearly "tied up" all other boats, so that she had a river-like freedom, she
+required about (6) six days, thus _averaging about_ (7) seven days from the
+Lakes to the Hudson.
+
+_Give any first-class horse-boat captain_ a supposed or possible bounty of
+a hundred thousand dollars, with priority at locks and right of way, and he
+would in the same time have delivered three times 8,800, or a total of
+26,400 bushels of corn from the Lakes to the _Baxter's_ destinations; or
+4,800 bushels of corn in excess of the _Baxter's_ capabilities; and have
+delivered at Buffalo the same up-freights, with ease.
+
+But the profits of this excess pays a profit over the entire cost of
+horse-movement, leaving the _Baxter_ in debt for her entire cost of
+movement, for her entire time, and an excess in addition.
+
+Again, suppose _Baxter's_ were multiplied and _reduced to horse-boat
+regulations_, then she would have to make eleven trips to deliver at
+tidewater the freight of nine horse-trips--as 11 x 7,200 = 9 x 8,800. This
+she cannot do in the _same time_, nor can she do it at the _same expense_.
+Her necessity for the two extra trips would destroy her economy and
+practicability, or her competitive abilities as against horses.
+
+Hence she is obviously and largely deficient in economy as compared to
+first-class horse-boat.
+
+The _Wm. Newman_ run 5,000 miles from May 17th to November 7th, carrying in
+the aggregate 2,330 tons of freight. Her time is 5-2/3 months; her mileage
+is five round trips from Buffalo to and from New York, by the canal 1,000
+miles round, each; her freightage is (5 x 210 or) 1,050 tons down and (5 x
+120 or) about 600 tons up, total 1,650 tons This amount carried indicates a
+towage of two boats down with full freight, and up, through the canal, with
+half freight; all of which make her aggregate tonnage.
+
+If we allow one and two-thirds months for her towing trip, and leave four
+months for her four round trips, or a run of 4,000 miles, delivering in New
+York (4 x 210 or) 840 tons, and in Buffalo (4 x 120 or) 480 tons, total
+1,320 tons, it may be supposed nearly correct in the absence of details.
+
+A horse-boat, in same time and circumstances, would have made the 4,000
+miles and have delivered in New York (4 x 244 or) 976 tons, and at Buffalo
+(4 x 120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons,
+equivalent to 4,850 bushels of corn. To make this wantage of freight good,
+requires nearly two-thirds of a full cargo, or of a full round trip. Hence,
+she is obviously and largely deficient in economy, as compared to a
+first-class horse-boat.
+
+_Therefore steam in 1872 is less economical than horses_.
+
+
+HORSE-BOAT TIMES.
+
+Under another view of the case we have the following relations of horses
+and steam to show that steam in 1872 is less economical than horses.
+
+The captain of the _Vosburg_ states that he left West Troy in Oct.,
+carrying over 100 tons of freight, after the _Baxter_ had left there for
+Buffalo, _and with two mule teams_, alternating one with the other every
+six hours, he arrived at Buffalo in advance of the _Baxter_; _through time
+less than the Baxter's shortest time_. "Net time" not stated.
+
+Publishing _net time_ of steamers instead of total or through time, is
+deceptive, and creates a false impression with the community. Had not the
+through time of steamers this season been suppressed, the governor of the
+State would not have imagined five-day trips from Buffalo to New York, as
+per his message, and our city editors would not have ventilated such
+visionary pretensions. There are a multitude of horse-boat captains that
+can reduce their _net canal time of movement_ below the _Baxter's_, which
+has been so extensively commented upon; but their so doing would not
+expedite the transfer of grain from the lakes to tide-water.
+
+A certain horse-boat, in a former season, made two round trips from Buffalo
+to and from New York in twenty days each, and on each trip lay three days
+in New York. This made her through time _average_ between the cities 8-1/2
+days each way. Her captain once towed in the "Line" and was only nine days
+twenty hours from Buffalo to New York. This season a horse-boat made the
+round trip from New York to and from Buffalo in twenty-one days.
+
+These _round trips_ have probably never been exceeded by steam.
+
+In the former era the prism of the canal seemed imbedded with innumerable
+old and broken tow-lines, which the propeller, by its high velocity, sucked
+up, and was thereby "fouled;" and now the sea-grass is a hidden enemy that
+entwines itself around the propeller to foul it.
+
+When the waters are low, forcing the engines of screw propellers lets the
+stern of the boat "squat" or hug the bottom, and although these are minor
+features of want of mechanical adaptation to canal duty, they illustrate
+petty detentions serving to lengthen the through times of steam.
+
+Hence, if we intermix the slow steamers with the fast ones, as we do the
+slow with the fast horse-boats, for a _general average_, it is quite
+probable that horse-times are fully equal to those of steam, and that the
+excess of horse-cargoes makes a large and handsome advantage in their
+favor.
+
+_Therefore, under this general average, steam in 1872 is less economical
+than horses._
+
+
+CONDITIONAL EXPLANATIONS.
+
+Because steam has been encouraged by the Legislature, heralded by the
+press, and favorably reported by the Executive officers of the State as a
+standard of advancement most desirable to attain, _a supposition very
+generally prevails outside of canal men that it will succeed_.
+
+As early as 1845, before the enlargements, three steamers were built and
+tried, and one, the _Pioneer_, ran from New York to Oswego in five days,
+total time, 362 miles; and _then "supposition very generally prevailed that
+steam would succeed_." But light freights would not pay then as against
+full horse-freights; neither would they pay from 1858 to 1862; neither have
+they paid in 1872, as against horses.
+
+A large part of the boats own and carry their horses, two teams (four
+horses), alternating the teams from boat to tow-path every six hours. Many
+desire to see the hardships, cruelties and dangers to horses obviated. It
+is said that one company during the war, when most of the best drivers
+turned soldiers, lost as many horses during the season as they put on for
+all their boats in the spring; that is, they had to purchase a complete
+equipment to make good their losses.
+
+Some humane captains tow by the "lines" to avoid suffering and dangers to
+horses, many of which are drowned, and many left by the wayside. When
+changed from tow-path to stable, a stout man must hold the horse by the
+tail as he descends the steps into the stable, to prevent his pitching
+against the opposite side; and he holds with greater difficulty as he
+descends the bridge from the high, light boat to the tow-path, which is
+often more dangerous than the stable descent.
+
+Others tow by the "lines"--take turns for teams, often with tedious
+delays--and they are, to a great extent, _subservient to the drivers_, else
+they suffer by their indifference, laziness or caprices, and many are sure
+to do their "poorest," unless they are feed extra.
+
+All would be charmed with towage by steam, if done with economy, dispatch,
+regularity and safety; but quite another feeling prevails under the
+suggestions of changing drivers for engineers, stables for engine-rooms,
+horses for machinery, and light cargos for full ones, as in case of
+converting the horse-boat to a steamer.
+
+Steam, as used for towing purposes, would be acceptable and subservient to
+the several thousand boatmen constantly in service.
+
+If we give to the automaton system of steam _any privileges_ over
+horse-boats--excepting for incidental initiatory encouragement to steam--we
+have a war of the many against the few. In the former era the double toll
+system was obliged to be suspended, and the no-toll system of this era is
+only a temporary sufferance.
+
+Therefore, steam must stand or fall by its own merits, and should be
+fostered and developed until horses possess no competitive ability.
+
+
+CANAL NECESSITIES.
+
+The history of the experiments for means of propulsion on our canals shows
+that no system has been developed by means of which the carrying power of
+these great channels of communication can be made available by steam. If
+this deplorable fact is to be overcome, it must be through the aid of the
+inventor; we must have some instruments of propulsion not hitherto in use,
+and some other means of application of the propelling power than those now
+in practice, or steam can never be sufficiently utilized to supersede
+horses on canals.
+
+We see the New York and Albany tow-boats, with from twenty to forty loaded
+canal boats, running at four miles per hour, and they have taken over sixty
+boats in a single tow from New York to Albany. But an engine, with a
+respectable part of their steam, can take but a _small fraction_ of their
+boats, and at a largely reduced speed on the canal.
+
+The doom of 1845, of 1858 to '62, and of 1871 to '72, hangs over steam like
+a shroud; it is a mechanical doom. Steam should be mechanically elevated so
+that it can utilize from a third to half of its power, and so that an
+engine can develop an equivalent of thirty to fifty horses on the tow-path
+to a train of boats, and so that it can take trains of ten to fifteen boats
+on the two sixty-miles levels--where large hulls can be built and used
+without necessity of passing locks--and somewhat smaller trains on the
+other parts of the canal, averaging eight to ten boats per tug, or moving
+from 70,000 to 80,000 bushels of corn, all as fast as they can be safely
+handled, and then the day of horses is limited, and canals will need new
+arrangements, new regulations and new customs.
+
+Tugs on the canal have never exceeded a utility of eight to fifteen per
+cent. of the inherent power of their steam. Hence, they have never had
+towing power to develop the movement of trains of boats; but when they can
+be made mechanically to utilize from thirty to fifty per cent., the train
+movement becomes initiated with boats just as absolutely as with cars, and
+the tow-boat system will be just as prominently and universally established
+between Buffalo and Albany as it is between New York and Albany.
+
+It is perfectly practical for steam, when it shall possess a respectable
+mechanical adaptation to canal duty; that is, when it shall not be so
+shamefully profligate in expenditures of power--_to double the average
+speed of horses, or lessen the general average of ten days on the canal to
+five days_, of which the down trips may overrun and the up trips fall
+short, as with horse average.
+
+When a single tug shall equal 30 to 50 horses on the tow-path, it equals 60
+to 100 of supply, as all require the alternate team.
+
+The automaton system of steam is a hinderance to horse-boat navigation,
+besides increasing the risks and dangers, whilst the towing system, in
+substitution for horses, greatly improves the navigation and lessens the
+risks and dangers. Averaging the total mileage of a season with horse-boat
+times of transit, and boats meet each other every twenty minutes, night and
+day including Sundays, for seven months. To carry this tonnage, there must
+be eleven meetings of steamers to nine by horses, which increases the risks
+and dangers twenty-two per cent.; on the other hand, tows to the same
+tonnage would only meet each other about every three hours, hence for long
+distances they have an unobstructed water way.
+
+MECHANICAL INVENTION, to adapt steam to the heavy resistances of canal
+boats, is therefore the first and greatest necessity of canals.
+
+A second necessity will be AUXILIARY AND CO-OPERATIVE POWER AT THE LOCKS
+AND SHORT LEVELS.
+
+These must be local, and may be by stationary steam-power, by water-power
+from the upper levels, or by horses.
+
+Thus, there would be only one detention of a tug through all the sixteen
+locks from West Troy to Cohoes--only one wherever there are two or more
+locks near each other, and at all locks there must be an independent local
+power to handle all boats. In this way tugs will lose less time between
+Buffalo and Albany than horse-boats do in changing teams from boat to
+tow-path every six hours.
+
+Following these necessities, new rules, regulations and customs will be
+established, protecting the rights and equities of all.
+
+       *       *       *       *       *
+
+A third necessity will be a CENTRALIZED MANAGEMENT, or control of all tugs,
+train-movements, and local powers at short levels and locks.
+
+This is essential to a harmony of movements, to a proper distribution of
+motors, and to a proper adaptation to all the ebbs and flows of trade. This
+is just as essential for the tugs of a canal as for the locomotives of a
+railway. Provided the control of steam shall be held, _upon the merits of
+some invention_, protected by Letters Patent from the General Government;
+then the owners thereof might establish a centralized management to meet
+the merits, demands and exigencies of the case. They could enforce a
+harmony of interests between all trains and a harmony of police
+regulations, and they could enforce a consolidation of effort and
+co-operation to meet any exigency, just as a railway company can
+consolidate and develop its efforts upon any necessitous occasion.
+
+       *       *       *       *       *
+
+In the nature of the case, these three necessities, when accomplished, will
+give to steam _the universal movement of boats_.
+
+First.--Because it becomes a cheap motor in regard to which horses can hold
+no competitive claim.
+
+This is seen from the fact that when steam can only utilize from eight to
+twelve per cent. of its power, as under the two eras of steam, the two best
+steamers--the _S. B. Ruggles_ and _City of Buffalo_--lived five years in
+competition with horses, nothing since has exceeded their economies or
+capabilities; but give the steam they used a utility of thirty to fifty per
+cent., or over three times its present capabilities, and no team can be
+supported in competition.
+
+       *       *       *       *       *
+
+Second.--Because it possesses the economies of concentrated power.
+
+Horse-power must be diffused into small and limited qualities to be
+economical. The cost of double, treble, or quadruple teams, to increase
+speed or reduce time, swells the cost of transportation almost in like
+ratio, and would eat largely into the value of cargoes.
+
+With the _present enormous waste of steam-power, trains with over three
+boats_ begin to increase the cost of freight per ton. The _Governor King_
+was less economical with five boats than with three. On a part of the
+Eastern Division, two powerful tugs, lashed side by side on the levels,
+have taken a train of (17) seventeen boats successfully. Give to half their
+combined steam fifty per cent. addition to their combined power, and train
+movement receives an important inauguration. Economy, dispatch, regularity
+and a universal harmony of interests prevail.
+
+
+SUMMARY.
+
+The considerations of facts and suggestions herewith presented, embody
+important reasons for the Legislature to continue in force the Act of
+April, 1871, "to foster and develop the inland commerce of the State." It
+seems well adapted to influence, encourage and facilitate the development
+of mechanical, inventive talent; and to this end, all interests pertaining
+to the immediate elevation of canals, to the benefits of steam, should
+co-operate.
+
+To encourage invention to utilize the steam is of paramount importance,
+because the other "_necessities_" will then be met, and they need no
+legislation, for common business talent will supply their demands.
+
+The MECHANICAL NECESSITIES of our canals are greater than pertain to any
+possibilities by the old systems of propulsion. _It is not sufficient for
+steam to barely or doubtfully compete with horses, it should supersede them
+with the same superiorities and same universality_ that it has on
+railways.
+
+Where steam is mechanically adapted to its uses, horses bear no comparison
+to its economies; hence, give steam its required mechanical adaptation to
+canals, and horses must be abandoned.
+
+The enthusiasm of 1872, in regard to steam, is less than in 1858, but there
+is a deep feeling of necessity for steam permeating the community, and it
+should be encouraged and directed in the proper channel, for the anxieties
+of 1858 _foundered on incompetent mechanism_, and the anxieties of 1872
+_are in the same impassable channel_.
+
+       *       *       *       *       *
+
+The Governor's Message of 1873 renews the scheme which was prominently
+before the Legislature a few years since, which was to lengthen one tier of
+locks by gates of different construction, and so as to receive longer boats
+of present width; yet a single thought will show that _this will not help
+steam_; for the insatiable desire for maximum cargo will put the _Bull
+Head_ boat into the long locks, just as it has into the present locks, and
+sharp steamers cannot compete with it.
+
+It is proper to observe that such lengthening of _one tier_ will first:
+coerce present boatman to sacrifice their property, which with boats and
+equipments, exceeds a valuation of twenty million dollars, or else cut the
+boats into two parts, and lengthen them (and strengthen their sides and
+"back-bones") to the full capabilities of the lengthened locks; for the
+short boats cannot compete with the long ones.
+
+Then, when the mass are altered, they will coerce the State to alter the
+second tier, because it becomes worthless and inoperative, and because the
+one tier becomes incapable of passing so great a multitude of boats, and it
+would otherwise greatly reduce the carrying capacity of the canals.
+
+The State is sure to complete the removal of the "benches" on the remaining
+part of the "Eastern Division" as they are already removed from a part, and
+from the Middle and Western Division; and then we can find no fault with
+the canal. _But this will not help steam_ vs. _horses_. All improvements
+help horses equally with steam, and there is the ever-pending difference of
+cargo.
+
+The same authority discusses the advantages to follow, "if the time can be
+shortened from Buffalo to New York from (14) fourteen to (5) five days,"
+&c. If a hundred thousand dollars reward _for expedition_, pending during
+two seasons of navigation, has proved insufficient to reduce the _average_
+of the three shortest trips, with 200 tons cargo, below seven days total or
+actual time from Buffalo to West Troy, the five days to New York, with the
+present knowledge of steam machinery, becomes an impossibility. But
+newspapers have preceded the message with the false supposition and the
+same error.
+
+The extraordinary measures initiated by the N. Y. Central R. R., by their
+forty million dollars issue of bonds for the construction of _a double
+track exclusively for freight_, shows the growing importance of this
+already immense business, and whilst automaton steamers, _under the known
+mechanism of the age_, will inevitably lessen the carrying capacity of the
+canal, by filling its locks--which alone control the maximum carrying
+capacity--eleven times with light cargoes in place of nine times with full
+freights; _the mechanical elevation_ and substitution of steam, as shown by
+the CANAL NECESSITIES herein set forth, possesses still more extraordinary
+importance.
+
+Every consideration enforces the NECESSITIES, set forth in this appeal, OF
+MECHANICAL IMPROVEMENT, LOCAL AUXILIARY POWER, AND CONCENTRATED MANAGEMENT.
+
+
+TRANSCRIBER'S NOTES
+
+p. 024--typo fixed, changed 'enfore' to 'enforce'
+p. 025--typo fixed, changed 'superiorites' to 'superiorities'
+p. 026--typo fixed, changed 'adandoned' to 'abandoned'
+p. 027--typo fixed, moved a comma after 'with' to after 'trips'
+
+
+
+
+
+End of Project Gutenberg's History of Steam on the Erie Canal, by Anonymous
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