USA > Washington DC > Washington DC > Historical sketches of the ten miles square forming the District of Columbia : with a picture of Washington, describing objects of general interest or curiosity at the metropolis of the Union. > Part 26
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Before submitting our computations on this head, we should premise, that we will steadily follow the plan we have adopt- ed in the former part of this report, namely, to avoid as much as in our power falling into any exaggeration in favor of the work, and to take the greatest care to remain below even the most probable chances. Nevertheless, if' it be found that we have sometimes failed in this, the fault is to be attributed to an error of judgement on our part, and not to any want of candor in our intentions.
The districts the more particularly interested in the con- struction of the Chesapeake and Ohio Canal, may be divided into two classes; 1st, The counties situated immediately ad- jacent to the line of canal; 2d, The Western States to which this communication will prove a favorable outlet to the Atlan< tic. Among the first are: Inhabitants. Nine counties of Pennsylvania, whose population,
according to the census of 1820, amounted to - 256,782 A population amounting to something more than
one fourth of that of the State.
Four counties of Maryland,
92,000
Composing something less than one-fourth of the population of the State.
Thirteen counties of Virginia,population amounting te 189,585 Something less than one-fifth of that of the State.
Total of these 26 counties, 538,367
Chesapeake and Ohio Canal.
387
"This total is something more than one-fifth of the whole population of the three States. The District of Columbia, -
.
33,039
Total, 571,400
Among the Western States to which the canal would afford a direct outlet to the Atlantic, we wal only take Kentucky, Ohio, and Indiana, whose respective population is as follows, according to the census of 1820: Inhabitants.
Kentucky,
- 564,317
Ohio, Indiana,
- 581,434
- 147,178
Total,
1,292,929
Which added to 571,406
Gives 1,864,335
Forming nearly one-fifth of the population of the Union.
This population is the least that we can consider as directly interested in this undertaking. We will not take into account either the other counties of Pennsylvania, Maryland, and Virginia, which will indirectly derive advantage from the ca- nal, nor the State of Illinois, nor the Michigan Territory.
The 26 above counties form together an extent of territory of about 15 millions of acres, of which the greater part pre- sents a rich limestone soil, while the less productive remain- der is covered with excellent timber, and contains mexhaustie ble mines of coal and of iron. We estimate the mean value of the acre at four dollars, which, for fificeu millions, gives z total value of $60,000,000.
Now, if we take into consideration the actual state of de- preciation of these lands, owing in part to the difficulty of transporting their products to an advantageous market, we cannot doubt but that the canal, in removing this obstacle, will give immediately to these lands an increase of value, a necessary result of the increase of value of the product -. - We will suppose it to be 20 per cent. which will give, for the 26 counties, $12,000,000.
The three Status above mentioned, offer an extent of 72,- 000,000 acres, of which the fertility is so great, that it will per- haps support, at a future day, a denser population than any other part of the Union. A recent assessment fixes $2 42 per acre as the mean value of land in the state of Ohio We will take $2 for that of the three States, which gives for the mean value of 72,000,000 of acres $144,000,000.
25
388
Chesapeake and Ohio Canal.
As soon as the canal shall be in operation, every part of these States finding another economic cutlet to the Ocean, not only will the exportation of their products be facilitated in a high degree, but these will also receive an increase of value resulting from the creation of a new market, which will obvi- ate to the seller the irconvenience of glatting that of New Or- Jeans, and thus faring him at the mercy of the purchaser- These products, although the same in quantity, will therefore acquire an augmentation of value, in which the lands must necessarily participate. We will suppose this increase of ter- ritorial value to be 12 per cent. which gives $17,980,000.
In this increase of territorial value, we should include the District of Colombia, which, Being at the termination of this important channel of trade, will be peculiarly favored. This District is at. present assessed at only $15,000,000, which shows how much its property is depreciated. Combining this depreciation with the great advantages to result from its be- ing the outlet of the canal, we acopt here fifty per cent. for the probable increase of its property, which will give $7,500,000.
The summary of the augmentation of value of landed pro- perty, or the gain made by the owners of real estate, in con- sequence of the opening of the canal, will therefore be- For the counties adjacent to the line of canal, - $12,000,000 For the States directly favored by the canal, . 17,280,000
For the District of Columbia, - 7,500,000
36,780,000
Conclusion .- At the moment of opening the navigation cf the canal the proprietors of real property will gain together a value equal to one and a half times the whole expense of the construction of the canal, (which is $29,000,000) and equal to three thres the expense of construction of only the Eastern and Western Sections together (which is 12,000,000.)
We should here remark, that the Union owns, in the States of Ohio, Indiana, and Illinois, and the blichigan Territory, 39,998,000 acres of land, besides 18,946,000 acres not yet ceded; valuing the first at 2 dollars, we have $119,996,000; and, supposing only ten per cent. for the augmentation of sal- ne tiny will receive, we find the Union, as land-holder, will grain about $:2,000,000 by the opening of the canal; to which should be added the land owned by the Government in the District of Columbia.
2
389
Chesapeake and Ohio Canal.
Let us now consider what will be the advantages obtained by the increase of products created, and brought into value by the opening of the canal.
It is proper to remark, that the canal, before being entirely completed from Georgetown to Pittsburg, will still give sue- cessive results from the very commencement of its construc- tion: for, while the work will advance, on the one side from Pittsburg, and on the other from Georgetown, the distance of transportation by land between these two places will diminish annually; and, particularly on the Eastern Section, each por- tion, when finished, from one tributary of the Potomac to the other, will place the valley of this tributary in communication with the Ocean. Thus, each portion, as soon as built, will successively produce a partial result, and will afford advanta- ges which will indemnity, if not entirely, at least in part, the expenses incurred from year to year: although it will only be when the whole line shall be completed, that the canal, being brought into full operation, will produce the complete results for which it is destined. It is only for this period that the fol- lowing calculations are made.
The articles exported, at the present time, by the districts under consideration, may be divided into two classes: 1st. Those produced by agricultural and manufacturing industry; 2d. 'Those which are in some measure immediately afforded by the soil itself.
The first class consists of wheat, corn, four and meat, rue, tobacco, hemp, flex, flaxseed, beef, pork, bacon, lard, tullow, whiskey, iron, glass, &'c.
The second class consists of coal, lime, timber, frank, boards, slate, marble, frsestone, &c.
The annual amount of exportation of the articles of the 1st. class has been differently estimated at different periods: 275.000 tons have been considered as a minimum, and 390,000 as a maximum. We will adopt 350,000 tons, which, at the mode- rate valuation of $60 per ton, gives $21,000,000.
These exportations together comprise those made to New Orleans, and those made to the Atlantic by the Potomac and land communications. It is certain that the facility of transport offered by the canal will increase the amount of these export- ations, that is to say, will cause an increase of production In fået, if the Mississippi is the outlet of the States above enume- rated, to the Gulf of Mexico, the Chesapeake and Ohio Canal will become their outlet to the Chesapeake. These States, thus having two water communications for the exportation of
390
Chesapeake and Ohio Canal.
their products, these last must annually increase in quantity, and we should say in value also, as they will then have the choice of the most advantageous market. What will be the annual augmentation of these products? Conjecture is all that we can here offer; and, in assuming it at 5 per cent. we believe that we are far within the truth.
This being established, and $21,000,000 being the value of products at the present time, if we examine what it will be at the time of the canal's going into operation, (and it will cer- tainly increase with the population during the construction of the canal,) we find. by calenlation, that, at the rate of 5 per cent. per snoum, the sum of the successive augmentations du- ring the 6 first veurs, will be $23,977,170, the augmentation of the fifth year alone being $7, 141,005.
This sum of $22.977, 170, representing the sum of the in- cicase of products for 5 years, is a creation which belongs en- tirely to the canal, and which, without it, would not exist: it is about two millions above the expense of construction of the whole canal, and nearly the double of the expense of construc- tion of the Eastern and Western Sections together.
As regards the products of the second class, such as coal, lime, timber, &c. their great weight, and the want of econom- jeal communications to bring them into market on such terms that they may compete in price, combine together to render their present value, so to express it, null. Their exportation, and consequently their value, will be another creation of the canal, a creation which must be considered the more import- aut, when we reflect ou the powerful influence exerted over manufacturing industry by a single one of these articles, viz., coul. It is difficult to calculate, in anticipation, what will be the annual consumption of this material, the inexhaustible source of public riches and of private economy; but, if we consider that the counties on the Potomac, the District of Co- lumbia, the population of Baltimore, and the iron works in its vicinity, will extensively use it, we do not think that during the first years its annual consumption will be less than 150,000 tons. In fact, the population alone of these counties, and of the District, amounts to 314, 624 habitants, and our supposi- tion only allows half a ton for each inhabitant, while the pro- portion admitted for large cities, which make an extensive use of this fuel, is one and three-fourths of' a ton for each inhabi- tant.
Now, estimating the ton at $7, the 150,000 tons give $1,050,000 for oue year, and 6 years $6,000,000.
891
Chesapeake and Ohio Canal.
As to the article of lime, the mere fact that, at Washington City, for want of economical communications, the lime used is brought from Rhode Island, shows that this article will ac- quire from the canal a value of which it is entirely deprived at the present time, as an object of exportation,
The same observation will apply to the timber, of all kinds, which the valleys of the Potomac, and of the Youghagany, and the ridges which they traverse, offer in abundance.
We will suppose, merely from conjecture, that the articles composing the second class alone, exclusive of cos!, will re- ceive a value created by the canal equal to $120,000 per year, or for six years $720,000.
In summing up the augmentation of products of the articles thus enumerated, we have-
For the articles of the first class, S Coal, -
$23,977.170
- 6,300,00
For those of the second class, 2 Lime, timber, &c. 720,000
Total, for six years, $50.997,170
But this creation of products, of which the transportation and exportation will take place from West to East, will cause in itself an increase of return trade, which would not exist if the canal itself did not exist. This trade may be divided into two classes of merchandise: the one composed of domestic manufactures, the other of foreign manufactures. The pro- portion between the amount of these two classes can only be fixed in a conjectural manner, and we will adopt here, for the former, the third, and for the latter, the two-tlards, of the rx- lue of the exportation (from West to East) of the articles of the first class only. Thus the third, cf $23,977,170, or $7,992,390, will form another source of domestic wealth crea- ted by the canal, and in which our fisheries would form an important item. This sum, added to that of $30,997,170 gives $38,9895,60.
Conclusion. Six years after the canal shall have been in operation, the augmentation of the products crested by the ca- nal, or which amounts to the same, the advantages obtained by the producers, presents a value equal to one and three fourthe times the whole expense of construction, and more than three times the expense of the Eastern and Western Sections taken together.
If the public Treasury will derive certain advantage by the Influence which the canal will have on the augmentation of the value of the lands belonging to the Union, it will also receive others, full as certain, by the increase of products exported abroad.
$92
Chesapeake and Ohio Canal.
We have just estimated these at two-thirds of the total quantity of the products of the first class created by the canal; that is to say, the two-thirds of $23,977,170, or for the six vears which will follow the opening of the navigation, at $15,984,7 50.
But the duty received on imports being valued at 25 per c't. of domestic products exported, it follows that the Treasury will receive $3,996, 195, during the six years following the com- piletion of the canal; an amount entirely due to this work, and belonging to its creation.
Conclusion. Adding the preceeding sum to that of twelve millions presented above, as the increase of the value of land, it follows, from these computations, that the Union is interes- ted for about sixteen nullions in the accomplishment of the Chesapeake and Ohio Canal-a sum which is more than the two-thirds of the total expense of construction of this work, and one and one-third times the expense of the Eastern and Western Sections taken together.
Itis proper here to observe, that, if the revenue of the Uni- on, arising in time of peace almost exclusively from the cus- toms, is sufficient to meet the expense of Government, it will probably become inadequate to this object in time of war, when it will become indispensable to have recourse to internal taves. The Union will, therefore, find in the improvements due to the existence of the canal, important resources, the value of which is not included m he present computation.
Another item in favor of the Union, which has also been omitted in this computation, is the increase of the number of sailors which must naturally result from the increase of the amount of exports, and thus extend the nursery of the defend- ers of its fig. These exportations amounting, as shown above, to $15.994,780, which, at the rate of sixty dollars per ton, (price adopted in these computations,) would make 266,413 tons during the six years following the opening of the canal; the sixth year would give, by this valuation, 79.344 tons, which on the supposition of tv o voyages being made in a year, would eanse an increase of shipping of about 50,000 tons, and of 2,000 sailors, supposing, as a mean, + sailors required for each 100 tons
Toall the benefits which have just been enumerated, we should add those arising to commerer and to the carrying bu- siness: we will suppose them together to be six per cent. on the total value of the articles of the first and second class, of which the amount is $30,997,170; this item will thus be, for 6 years, $1,859,830.
393
Chesapeake and Ohio Canal.
Limiting to the above objects our estimate of the physical and national advantages which, at the end of six years, will be ow- ing to the Chesapeake and Ohio Canal, we will here present the summary of the same:
Augmentation in the value of lands, or benefit derived by the owner's of real property $36,730,000
Total of successive augmentations of the value of
the products during 6 years, or advantages ob- tained by the producers, -
38,989,560
Total of successive augmentations by the revenue
of the customs, during the same period, -
3,996,105
Benefits derived to commerce and the carrying business together, and for six years, 1,859,830
81,625,585
Conclusion. Thus, supposing even that the angmentation of the value of land, at the rate at which we have reckoned it, should not be completely realized until six years after the opening of the canal, the general benefits of public and private economy will amount together to more than 81 millions of dol- lars. This sum is equal to three and three-fourths tines the whole expense of the construction of the canal, and to six and two-thirds times the expense of the Eastern and Western Sections taken together. Consequently, in a national point of view, even should the Chesapeake and Ohio Canal afford no revenue in itself, and its tolls be so regulated as to pay only the annual expense of repairs and superintendente, the physi. cal advantages which would result from its accomplish neat would far exceed the expense in which it would have invols 4; in fact, a few years only would be sufficient to produce an equivalent to the capital employed in the erection of the work. If we add to all these considerations, the spirit of enterprise, which is the characteristic of the population of our country; the rapid increase of this population; the fertility of the dist, icts more peculiarly interested in this great work, and the variety of their productions, the most cool and seeptiest mind will im obliged to confess, that the future will undoubtedly present results far beyond those which these calculations can offer by anticipation.
As regards the probable revenue, strictly co called, of the canal, although it be not, in the present case, an essential point, nevertheless, in fixing the rate of tolls at an even m yle- rate scale, they will be su Ficient, from the first years, to afford s reasonable interest for the capital employed in the construc-
a
394
Chesapeake and Ohio Canal.'
tion of the work; an interest which will thereafter progress sively increase with the population and the development of industry produced by the existence of such an outlet to the ocean. We should also remark, that, even before the com- pletion of the work, each portion, as successively finished, will immediately produce a revenue which will afford, if not an entire, at least a partial interest, for the capital employed in the construction of such respective portions; but it will be only after the entire completion of the work, and its going into active operation, that we may hope to derive an interest which will bear an advantageous relation to the capital. It is, therefore, only for this period that the following calculations are made.
We have seen above, that, at the present time, 350,000 tons have been considered as a mean estimate of exports made, both to New Orleans and to the Atlantic ports, from the dis- triets peculiarly interested in the Chesapeake and Ohio Canal. We will suppose that the third only of this amount, or 116,666 tons, will take the course of the canal, which, for six years, will give - -
tons, 699,996 The increase of products of the first class, reckoned above at $23,977, 170 for six years, represent at the rate of 60 dollars per ton, -
- 399,619
Coal, at the rate of 150,000 tons per year, and for six years, - . 900,000
Lime, timber, boards, &c. for six years, - 24,000
Total per 6 years for the trade from West to East, tons, 2,023,615
To this should be added the tonnage of the return trade; on the Erie canal it is estimated at one fifth of the descending trade; we will here suppose it to be one-tenth,
202,361
Total of the tonnage of the trade, in both directions, during the six first years, - - tons, 2,225,976 Which, at the mean rate of 1} cents per ton per mile, and for a mean distance of 200 miles, would give, for the tolls of the six first years together, $6,677,928 .
To which must be added the tolls on the boats re- turning empty, and of which the tonnage amouuts to 1,821,254 tons, which, at the rate of one-tenth of a cent per mile, and for 200 miles, will give 364,250
'Total of tolls during the six first years taken to- gether, - $7,012,178
. Which makes, for a mean year,
1,173,696-
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--
--
-
395
Chesapeake and Ohio Canal.
A revenue which is 5 per cent. of the total expense of con- struction of the canal, but which must be reduced to 33 per cent. as 13 per cent. must be deducted for the repair and su- perintendance of the work. This same revenue is 10 per cent. of the expense of construction of the Eastern and West- ern Section tegether, or 83 per cent. after deducting 1} per- cent. for repair and superintendence.
We should here notice, that this low rate adopted for re- pair and superintendence, can only be admitted on the suppo- sition of the canal being, in the first instance, solidly built; if it were otherwise, the expense of repairs would be considera- ble, and would consume the greatest part of the revenue, on account of the peculiar exposure to violent causes of accident to which this work is liable
But having taken a wear year of revenue among the six first years, let us examine what the revenue will be for the 7th year. We have, for the present trade towards the At-
lantic, either by the Potomac, or by the great roads, per year, as above, tons, 116,666
For the increase of products belonging to the se- venth year, for $8,543,055, at the rate of one
ton for $60,
-
-
-
142,467
Coal for one year, - -
- 150,000
Lime, timber, boards, &c. for one year, .
4,000
415,159
One-tenth for the return trade,
-
41.310
Total, 454,146
These 454,446 tons, at the rate of 13 cents per ton per nale, and for a mean distance of 200 miles, will produce a revenue of - - -
$1,363,33%
For the boats returning empty, and whose tonnage
will amount to 371, 520 tons, at the rate of one- tenth per mile per ton for 200 miles, gives 74,364
Total of tolls for the seventh year, - $1.437.708
This revenue of the seventh year is 64 per cent. of the whole expense of construction of the entire canal, and 5 per cent. af- ter deducting 13 per cent. for the expense of repairs and su- perintendence.
The same revenue is 12 per cent. of the expense of the Pastern and Western Sections taken together, and 10g per cent, after deducting 14 per cent. for repairs and superinton- dence.
896
Chesapeake und Ohio Canal.
Let us now examine what will be the revenue for the max- imum of trade of which the canal is susceptible.
-
We have seen, in that part of this report which rel ites to the Middle Section, that 28,000 boats should be considered (regard being had to the supplies of water and to the loss of time ensuing from the passage through the tunnel) as the maximum of commerce from West to East, and from East to West, taken together. 14,400 loaded beats will pass from the. West; and 11, 400 will pass from the East, which, from the supposition above made, will be only one-tenth loaded. There will, therefore, pass by the summit level, in a year, that is, during the eight months of navigation, 15, 840 loaded boats and 12,960 return boats not loaded. The boat which we adopt to navigate this canal will displace about 90 tons weight of water, drawing three feet ofwater, and will carry a burden of 60 tons.
The 15,840 loaded boats will consequently carry 950,400 tons; and, as the question here refers to the maximum of trade passing by the summit level, we must admit that these boats will navigate the entire line of the canal, and that they will pay toll for 342 miles, which, at the rate of 13 cent per mile, will give - $1,875.552
The 12,960 empty boats, representing 777,600 tous, will make the same passage as above, but will pay only one-tenth of a cent. per ton per mile, which will give 265,939
As to the trade of the Eastern Section alone, in sup- posing it to be only 3:41,000 tons in both directions, namely, 120,000 tons for the articles of the first and second classes, coal excepted, and 150,000 tons for coxl, total 270,000 tons; to which adding one-tenth for the return trade, gives 197,000 tons, or, in round numbers, 300,000 tons: it will there- fore prodace, at 15 cent per ton per mile, and for a mean distance of 90 miles, 405,000
For the nine-tenths of 300,000 tons, or 270,000 tons for the boats returning empty, at the rate of one- tenth of a cent per ton per infle, and for 90 miles mean distance, 254,300
Total of the annual revenue of the canal, when its trade, by the increase of population, and the ac- tion of the canal itself, combined, shall have reach- ed its maximum, $5,570,791 Thus, at this period, four years of revenue of the canal will vover the whole expenso of its construction
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