USA > Ohio > Hamilton County > Cincinnati > Cincinnati in 1841 : its early annals and future prospects > Part 6
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CANALS, RAILROADS, AND TURNPIKES.
with Cincinnati, however, one of its chief benefits is the vast water power which it has brought to the aid of manufactur- ing industry. The original estimate of the amount of this wa- ter power was three thousand cubic feet per minute, or equiv- alent to the power necessary to turn sixty pair of mill-stones. Most of this power is now in use within the corporate limits of Cincinnati, and is of itself sufficient to build up a consider- able town.
2. The next most important valley is that of the Whitewa- ter-the whole of which, however, lies in Indiana, and by means of which a large portion of the Indiana trade is secured to this city. To facilitate the transportation of goods and pro- duce on this route two works have been planned, and are now nearly completed. The first is the Whitewater canal, which is undertaken and partially completed by the state of Indiana. This canal, by the original plan, was to extend from Cam- bridge city, on the national road-Wayne county-to Law- renceburgh, on the Ohio-Dearborn county. The work be- ing constructed by that state, was of course terminated with- in Indiana. The part of that work finished is from Brook- ville-Franklin county-to Lawrenceburgh, a distance of near- ly forty miles. This part is in complete operation, and from Brookville to Cambridge city is begun, but was suspended by the general suspension of the state works ; it will, doubtless, be finished to Cambridge city at an early day. By the origi- nal plan of improvement in Indiana, this work is to be con- nected with the Wabash canal, at or near Munceytown. The next work, connected with this valley, is the Cincinnati and Whitewater canal. This is about twenty-five miles in length, and connects the Whitewater canal of Indiana at Harrison (on the state line) with Cincinnati. This work is nearly finished, and it is presumed will be entirely so during the year 1841.
The general result produced by these two works will be the immediate connection of Cincinnati, not merely with the Whitewater valley, but with the whole eastern half of Indi- ana, of which this city is really the capital.
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CANALS, RAILROADS, AND TURNPIKES.
3. The next most important work is the improvement of the Licking river navigation. This was undertaken by the state of Kentucky, by means of locks and dams ; making slack- water pools of sufficient size to permit the navigation of small steamboats of 150 tons burthen. This slack-water navigation is by the original law and plan to be finally opened to West Liberty, a distance of two hundred and thirty-one miles, in which, however, the descent is only three hundred and one feet. The legislature has directed eight locks to be put under contract, which will extend the navigation to the Blue Licks, ninety-four miles. Five of these locks are under contract, and some of them nearly completed. These five, when finished, carry the navigation to Falmouth, fifty-one miles. It is pre- sumed they will be finished during 1841 ; and if so, a steam- packet will be immediately put on the river.
The advantages of this navigation to Cincinnati extend much beyond those of merely transporting agricultural pro- ducts. One additional object of this improvement is to ren- der great mineral regions accessible to markets. Iron occurs at about one hundred and forty miles from the mouth of the Licking-Bath and Fleming counties-and inexhaustible beds lie higher up. Furnaces and forges have been in operation in this region for a number of years. Coal occurs at more than two hundred miles, and is there found in great abundance and of good quality. Hydraulic limestone is found on the river near its mouth. In addition to these advantages, valua- ble water power will be afforded at each of the locks.
4. The next work of importance to the commerce of Cin- cinnati, is the Little Miami railroad. This lies wholly in the valley of the Little Miami river. It commences on the eastern edge of Cincinnati, passes just above the main street of Fulton till it reaches the turn of the Ohio hills, at Colum- bia, and then pursues the valley of the Miami to Xenia, sixty- six miles, and thence to Springfield, eighty-five miles, which is the whole surveyed and chartered length of the road. About thirty-five miles of this road are graded, and more under con-
-
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CANALS, RAILROADS, AND TURNPIKES.
tract. The iron rails for fifteen miles are bought, and locomo- tives to run on the road procured. The fifteen miles from Cincinnati, it is supposed, will be in operation by the 1st of September, 1841. Funds are procured to finish the whole road from Cincinnati to Xenia, and it will, no doubt, be com- pleted to Springfield.
The object of this road is two-fold. 1st. To form a con- necting link in a railroad communication with Wheeling and the eastern states, through Columbus, the seat of government. 2nd. To transport the products of the valley through which it passes. Few of the railroad communications in the United States promise to be more profitable to either the community or the proprietors. A complete railroad communication from Baltimore to Cincinnati must soon be constructed, and indeed is already in course of rapid construction. When completed the Little Miami railroad will be the most important link.
» 5. The next class of improvements are Turnpike or Mc- Adam roads. These, of course, are not confined to the val- leys, but cross the country in every direction, and in a few years past have multiplied with great rapidity, and added much to the value of lands in this vicinity. This class of improve- ments may-in their relation to Cincinnati-be divided into two kinds : first, those which lead directly from Cincinnati ; and second, those which are subsidiary to the former, or branch from them.
Of the first kind are: 1. The Cincinnati and Hamilton turnpike. This leads from the northern part of the city through the valley of Millcreek to Hamilton, on the Great Miami, about twenty-five miles. This is nearly completed.
2. The Harrison turnpike, which goes to the west and terminates in Harrison, on the dividing line between Ohio and Indiana, and is twenty miles in length. It crosses the Great Miami at Miamitown on a bridge, and strikes the Whitewater canal at Harrison. This road is completed.
3. The Lebanon and Springfield turnpike. This goes directly to the north, and is completed to Waynesville, about
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CANALS, RAILROADS, AND TURNPIKES.
forty miles ; thence it is expected to be soon finished to Spring- field. There it will join the national road, and make a com- plete turnpike to Columbus.
4. The Cincinnati and Wooster turnpike. This leaves the city on the east, through Fulton, and is completed to Go- shen-Clermont county-about twenty miles.
5. The Covington, Georgetown and Lexington turnpike. This road is on the Kentucky side, and proceeds from Cov- ington directly south to Lexington. From Covington ten miles are finished, and from Lexington twelve miles ; of the residue fifteen miles are graded, and the road will, in a rea- sonable time, be finished.
Of the tributary turnpikes, or those which indirectly lead to Cincinnati, the following are the most conspicuous.
1. The Dayton, Lebanon and Centreville turnpike. This is twenty-one miles in length, is finished, and completes an entire turnpike from Cincinnati to Dayton, fifty miles in length. 2. The Dayton and Springfield turnpike-eighteen miles in length ; which, by connecting Dayton and Springfield on the national road, makes a complete turnpike from Cincin- nati to Baltimore. 3. The Great Miami turnpike. This will complete another turnpike through the valley of the Mi- ami to Dayton. 4. The Goshen, Wilmington and Colum- bus turnpike. This carries on the Wooster turnpike from Goshen to Columbus, and is in progress. 5. The Batavia and Miami Bridge turnpike leaves the Wooster turnpike at Columbia and goes to Batavia, twenty-one miles from Cincin- nati. This turnpike is about finished. 6. The Milford and Chillicothe turnpike. This begins at about fifteen miles from Cincinnati, where it intersects the Cincinnati and Wooster turnpike, and thence proceeds through Hillsborough and Bain- bridge to Chillicothe; from Bainbridge to Chillicothe it is in common with the Zanesville and Maysville turnpike. Near- ly forty miles between Cincinnati and Chillicothe are turnpik- ed. 7. The Colerain, Hamilton and Oxford turnpike. This will complete a turnpike from Oxford to Cincinnati, by way of
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CANALS, RAILROADS, AND TURNPIKES.
Colerain. 8. The Hamilton, Rossville and Eaton turnpike. This makes a turnpike from Cincinnati to Eaton-Preble coun- ty-by way of Hamilton. 9. The Circleville and Washington turnpike. This leaves the Cincinnati and Wooster turnpike at Washington-Fayette county-and proceeds to Circleville. There are, then, seventeen turnpikes which either directly or indirectly lead to and from Cincinnati. These again are join- ed by others, which cross them, so that the whole country which trades with Cincinnati directly, and is, in some measure, dependent upon it as a market, is now interlaced with roads, canals, and other works, which greatly aid in facilitating com- merce. The region thus connected by this system of public works, embraces within its bounds at least half a million of persons, and must speedily quadruple that number, and may easily sustain eight millions of people without being excessive- ly populous. It is by contemplating this fact, in connection with the vast internal commerce, arising from the wants and industry of such a people, active, free, and prosperous, that we can adequately comprehend the rapid and permanent growth of Cincinnati.
The works we have enumerated may all be considered as finished at an early day. They amount in the sum total to the following aggregate :-
1. Miami canal 63 miles . . finished.
2. Miami canal extension, includ- ing the Wabash canal . . 227 miles · · in progress.
3. Whitewater canal 70 miles · · in progress.
4. Little Miami railroad . 85 miles . . in progress.
5. Licking river navigation . . 230 miles · · in progress.
6. Covington and Lexington turn- pike . · 80 miles · · in progress
7. Turnpike to Dayton, via. Leb- anon · 51 miles . . finished.
8. Harrison turnpike 20 miles . . finished.
9. Dayton and Springfield turnpike 18 miles . . finished.
10. Turnpike to Batavia . 21 miles · · finished.
11. Cincinnati to Columbus, via. Wilmington 100 miles · · in progress.
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CANALS, RAILROADS, AND TURNPIKES.
12. Cincinnati to Chillicothe, via.
Milford .. .. .
. 75 miles · · in progress.
13. Lebanon to Springfield . . 42 miles · · in progress.
14. Cincinnati to Oxford, via. Cole- rain . .
15. Hamilton to Eaton 35 miles . . in progress.
30 miles . . in progress.
16. Great Miami turnpike . 38 miles · · in progress.
Total . 1125 miles.
There are, it thus appears, eleven hundred and twenty-five miles of canals, railroads, and turnpikes, concentrating on Cin- cinnati, and all tending to multiply, increase, and strengthen the lines of inter-communication between the city of Cincin- nati, and the great interior country. A very large portion of this system is already completed, and the residue is in rapid progress. These works, when completed, will have cost the great sum of twelve millions of dollars, more than one half of which has already been expended. No city in the Union has, it is believed, the benefit of an equal amount of valuable pub- lic works, centring in itself, and certainly none in the world can show the same result for the same time .* This result, no- ble as it is, could never have been attained if Cincinnati had not, from its early settlement, had the council and efforts in its behalf of a large portion of wise, far-reaching, and patriotic citizens, who in many instances sought the public welfare even at the expense of their private interests.
* We have not, in the above article, said any thing in respect to the " Cin- cinnati and Charleston railroad." By some persons this may be considered as having failed. It is not so-it is in rapid progress. The opposition of Kentucky at one time, and the great depression of the monied world, have prevented any action at this end of the line. The state of Georgia, howev- er, has constructed hundreds of miles of railroad, the object of which is to connect Augusta and Savannah with the west. From Augusta to Charles- ton, a railroad is in operation. The whole line will soon be finished to Knoxville, Tennessee. When there, its progress to the Ohio river may be considered certain.
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CANALS, RAILROADS, AND TURNPIKES.
MIAMI CANAL.
Tolls.
1828 .
· 8,507 69
1835
46,561 75
1829
· 20,947 92
1836
· 52,048 15
1830
30,125 77
1837
. 66,154 72
1831
34,016 71
1838
81,431 24
1832
40,974 73
1839
79,770 29
1833
52,014 03
1840
· 74,320 99
1834
· 50,963 11
Exports and imports . · 637,837 10
A statement of most of the different kinds of produce and property arrived and cleared by the Miami canal at Cincinnati, for the years ending November 30, 1839, and November 30, 1840 :-
Arrived, 1839.
Flour 138,120 bbls.
Whisky
43,228 bbls.
Linseed-oil
100 bbls.
Pork ·
26,921 bbls.
do
· 2,317 hhds.
do .
· 4,077,775 lbs.
Lard .
2,562,192 lbs
Corn, oats, and rye .
1,357,187 lbs.
Grass-seed
38,467 lbs.
Barley . .
33,741 lbs.
Butter and eggs
103,207 lbs.
Wool . 3,910 lbs.
Cotton-yarns 36,160 lbs.
Dried fruit · 2,000 lbs.
Machinery 11,414 lbs.
Brooms .
12,116 lbs.
Sundries 1,913,476 lbs.
Live hogs
1,365 lbs.
Wood . 8,253 cords.
Hay .
34 tons.
Passengers
8,159
Traveled · 326,436 miles.
Cleared, 1839.
Pork 65 bbls.
Salt
7,033,655 lbs.
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CANALS, RAILROADS, AND TURNPIKES.
Pork ·
8,997 lbs.
Pig-iron ·
· 659,371 lbs.
Castings
1,449,788 lbs.
Merchandise 8,664,640 lbs.
Iron and nails 3,191,085 lbs.
Wool . .
23,886 lbs.
Hides and skins,
23,231 lbs.
Machinery ·
63,692 lbs.
Agricultural implements
179,184 lbs.
Grind-stones .
139,733 lbs.
Cut stone .
142,400 lbs.
Hoop-poles
245,653 lbs.
Staves and heading
2,220 lbs.
Brooms
4,880 lbs.
Mill-stones
5,874 lbs.
Sundries
2,097,173 lbs.
Corn . .
29,504 bushels.
Mineral coal
52,537 bushels.
Rough stone
910 perch.
Lumber .
2,150,641 feet.
Shingles and lath
6,377 M.
Cotton
473 bales.
Arrived, 1840.
Flour
165,762 bbls.
Whisky . 74,026 bbls.
Linseed-oil · 386 bbls.
Pork
17,687 bbls.
do. · 787 hhds.
do. in bulk
2,192,160 lbs.
Beef . · 865 bbls. do. in bulk .
12,138 lbs.
Lard .
20,638 kegs.
Corn, oats, &c.
2,329,456 lbs.
Grass-seed .
13,375 lbs.
Barley and malt
89,016 lbs.
Butter and eggs
212,048 lbs.
Sundries
1,268,289 lbs.
Live hogs
2,121 heads.
Wood .
7,290 cords.
Passengers
6,250
Traveled
245,837 miles.
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CANALS, RAILROADS, AND TURNPIKES.
Cleared, 1840.
Ohio salt 1,811,659 lbs.
Foreign salt · 4,766,869 lbs.
Pig-iron . 308,142 lbs.
Castings . 496,143 lbs.
Merchandise 5,566,282 lbs.
Iron and nails . 2,007,192 lbs. Cut stone 176,850 lbs.
Hoop-poles 368,011 lbs.
Sundries 902,667 lbs.
Mineral coal
· 54,282 bushels.
Lumber
2,205,189 ft.
Shingles
4,990 M.
Cotton 691 . bales.
The Miami canal has been closed by ice on an average, du- ring the thirteen years it has been in operation, thirty-two days for each year, the shortest period being twelve days in 1835, and the longest being eighty-seven days in 1831.
Cincinnati and Whitewater Canal.
The canal commissioners' report for the year 1838, shows that the amount paid for the original construction of the Ohio canal, up to the first day of December, 1838, was $4,624,463. The gross receipts of tolls on that canal, during that year, was $382,136, from which the sum of $199,695 is to be deduct- ed for the cost of repairs, collections, &c. leaving the nett revenue of the Ohio canal for the year 1838, of $182,441, or nearly four and one-eighth per cent. on the whole cost of the canal. The same report states that the total cost of the Mi- ami canal, from Cincinnati to Dayton, is $ 1,020,000. The nett amount of tolls received during the year 1838, after de- ducting the cost of repairs and the expense of collection, &c., was $40,306 15, or nearly four per cent. on the original cost.
The report of the board of public works for the year 1839, shows the original cost of the Ohio canal to have been, up to the date of that report, $4,641,357; and that the nett pro- ceeds of the tolls for the year 1839 was $209,773, or a frac- tion over four and a half per cent. on the total cost. In rela-
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CANALS, RAILROADS, AND TURNPIKES.
tion to the revenue of the Miami canal, for that year, the re- port states that " the exhibit of tolls and water-rents discover a steady and regular increase in its revenues."
During the year 1840, just closed, the governor in his mes- sage at the opening of the session, states that " the nett profits arising from tolls on the Miami canal exceeded six per cent. on the total cost of construction."
From the late report of the auditor of state, we find that the nett proceeds of tolls on both canals during the past year, after deducting $166,186 for the cost of repairs, &c. was $376,144. By adding the total cost of the two canals togeth- er we make the sum of $5,661,367 as the cost of construc- tion of both canals ; and the proceeds of the tolls for the last year yields nearly six and one tenth per cent. on the above total cost, which is more than sufficient to pay the interest on the money borrowed for the construction of the two canals.
The Ohio canal was opened for navigation throughout its entire length, in the fall of 1832, and in the lapse of eight years the nett proceeds of the tolls amount to more than the interest upon the whole cost. Should the tolls continue to in- crease only in the same ratio for the next eight years, the nett proceeds will amount to about nine per cent. upon the cost. But it is easy to show, that not only will the tolls increase in a greater ratio, in the next eight years, but likewise, that the cost of repairs will constantly diminish, and the nett profits will of course increase in a greater ratio than the increase of tolls will indicate, and may reach to twelve per cent. on the cost, at the end of the next eight years.
The day is not distant when the nett profits arising from tolls on the public works of Ohio, will not only pay the prin- cipal and interest of the money borrowed for their construc- tion, but will likewise relieve the people from all taxes for the support of the state government.
From the late message of the governor of New York to the general assembly, it appears that the canals of that state were navigable only seven months and fourteen days, during
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CANALS, RAILROADS, AND TURNPIKES.
the past year; whereas the canals of Ohio are seldom closed more than six to eight weeks in a year. The total nett reve- nue of the canals of New York, after deducting all expenses and deficiencies, was during the last year, $1,020,816. Out of this sum there remains a clear surplus, after paying the in- terest on the liabilities of the state, the sum of $398,096, ap- plicable as a sinking fund to meet the principal of the sums to be borrowed for the enlargement of the Erie canal, or the con- struction of new works. The debt created for the original construction of the Erie and Champlain canals is already paid off, " by the accumulation and appropriation of funds for that purpose."
The Cincinnati and Whitewater canal is very favorably sit- uated in regard to the amount of revenue which it will pro- duce. It being the last twenty-five miles of a line of canal eighty miles in length, extending from Cincinnati to the na- tional road at Cambridge, gives it an advantage over any other portion of canal of the same length, as the aggregate tonnage, which will be collected at the several places along the upper portion of the line, will pass through the entire distance of this twenty-five miles : besides, if the rates of tolls should be properly adjusted to the value of the articles to be shipped on the canal, in proportion to the distance which they pass along the line to their place of destination, it follows that the proportion of the tolls on the last twenty-five miles will be greater, than on any other portion of the canal of like extent. This canal will likewise be navigable during a greater portion of the year than that of any other canal in the state ; it being situated in its whole extent at the base of a hill which has a southern exposure, and it will not only receive the direct rays of the sun, but will also have the benefit of its reflected rays from the sides of the hills as well as from the surface of the water in the rivers running along parallel with the canal. This will make a difference of two or three weeks in the time of opening this canal in the spring. There is also less lock- age than is usual in canals of equal extent, and of course there
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CANALS, RAILROADS AND TURNPIKES.
will be less expense in repairs and less delay in navigation. The products of a district of country in the state of Indiana, equal in fertility to any in the western country, containing an area of 2,744 square miles, will be floated upon the surface of this canal to market. And the merchandise, salt, iron, fish, coal, lumber, &c., which will be required to supply the same extent of country, will likewise be shipped from Cincinnati upon the waters of this canal. In addition to all this, the dis- trict of country through which the upper portion of the canal passes is abundantly supplied with water power, both by the natural streams, and also by the canal itself, and the raw ma- terials, required for the supply, and the manufactured articles produced by the numerous manufactories which will, in the course of a few years, be erected in the Whitewater valley, will form no inconsiderable item in the amount of tonnage which must become transported upon this canal. Let any one take the trouble to visit the wholesale stores in this city and ascertain the amount of·merchandise, groceries, &c. which are even now annually sent into the state of Indiana in wa- gons, and he will be astonished at the amount. Let him re- flect a moment, and he will perceive that as soon as this canal is finished, the six-horse team carrying forty hundred pounds, which is eight or ten days in reaching its destination, will be placed upon the towing path and hitched to two canal boats carrying fifty tons each, and will reach the same destination in three days. Let him also reflect that those who buy these goods, make their payments with pork, beef, flour, whisky, &c., which they now either drive on foot or bring in wagons to this city, and he will at once see that in proportion as the cost of bringing these articles to market is reduced, in the same proportion will the quantity of such articles be increased.
In the report of the engineer of the Whitewater canal to the board of directors of last year, it was shown that when only one fourth of the surface of the district of country above described shall be brought under cultivation,-which, with the facilities already afforded, and the known enterprise of the cit-
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CANALS, RAILROADS AND TURNPIKES.
izens, will be effected in a very few years,-and allowing one half of the products of that surface to be consumed at home, and taking the other half as the surplus which will find a mar- ket, it will yield an annual tonnage of 83,320 tons. It was also shown that the return or upward freight, for the supply of this district of country, will make the total annual tonnage, in both directions, 137,200 tons. This amount of tonnage may be reduced ten per cent. for such as will find its way to the Ohio river by the Indiana canal, and it will then leave 123,480 tons, which will pass unbroken through the first twenty-five miles from the city, or through that part constitut- ing the Cincinnati and Whitewater canal. Estimating the re- venue at the average rates that are now charged on the Miami canal, and this canal will yield an annual income of 149,620 dollars. But supposing that not more than one half of this calculation should be realized in the next ten years, we shall still have an income of 74,810 dollars, from the proceeds of tolls alone. If this canal should cost 650,000 dollars, the above gross amount of revenue will be over sixteen per cent. per annum on the entire cost.
The usefulness of this canal to the city of Cincinnati, when completed and opened for navigation, is only partially devel- oped. By an additional expenditure of 60,000 dollars to bring in the water from the Miami river-which has always been in contemplation by the company-it will afford water power equal to ninety runs of mill-stones. This water power, if leas- ed at the same rates at which the state now leases water in the city, will yield an additional revenue of 22,500 dollars per annum. Who can estimate the benefits to the business and the prosperity and revenues of the city of Cincinnati, by the completion of this canal, and bringing into use this immense water power within the city ? They are incalculable. The influence of this canal has already added at least twenty-five per cent. to the value of real estate bounded by Western-row, Sixth street and the Ohio river. It has caused the erection, in that part of the city, of a great number of neat and com-
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