Mr. VANHORN, of NewYork. Mr. Speaker, I have not taken up much of the time of the House this session, but having reported this bill, and feeling great interest in it, Idesire to occupy a portion of the time allot ted to me by the rules, and then I will yield a portion of my time to some other gentlemen who desire to be heard briefly upon the subject. Mr. Speaker, in presenting this measure to the House and the country, I do it withthe greatest confidence that the appeal in its behalf will meet with a warm and generous response. It is not a new measure, and perhaps every member of the House is familiar with its object, its plans, and details. For very many years it has attracted more or less attention from the Government and the people, and been received with more or less favor. Amid the general indisposition to do nothing for public improvements by the party in power for many years prior to the war, this great project shared the fate of others of like nature and import ance, and was not undertaken. Both branches of our national Legislature. however, have acted upon it in various ways, by favorable reports, by ordering surveys, and in the last Congress y passing a bill providing for the construction of this work. {hon the files of Congress are petitions, memorials, and resolutions from the people, Boards of Trade, and Legislatures urging the construction of the work this bill proposes to provide for, and instructing Sens&Reps to endeavor to secure itif possible. Full reports upon the whole question, covering the surveys and estimates, and showing the great importance of the works are on file, one of which I had the honor to present in the 37th Congress, to all of which I direct the attention of the House. This bill provides for the appointment of properengineers by the President, who shall make the necessary surveys and reporta, upon which the route of said canal shal be determined n on its merits, taking into the account the 2 old purpose of military and commercial advantage. The President is directed to procure the right of way by negotiation if possible; if not, by application to the court for the appointment otp commissioners to a praise damages, and determine all cases of difference that may arise. It further provides thatthe Government shall loan $6,000,000 to this compan, of 20 year bonds, in consideration for which the U.S. is to have forever the practical ownership of the canal for all military and naval purposes whatever, and 10%. of all the tells of said canal are to be paid into the Treasury of the U.S. on the 1st of January of each year, to be applied toward the payment of the money so loaned for the construction of the work. it is further provided that the U.S. may at any time enter upon and purchase said canal by paying 10%. in addition to its actual cost. All the necessary provisions and safeguards for the protection of trade and commerce against exorbitant tolls and neg lect in keeping it up and in perfect repair and order are inserted, and believed to be ample and just to all. The grounds of the oposition made to this bill by my colleague [Mr. J. M. Hummer] are not new by any means. While he argues that it is inexpedientand unyust to open up this communication, for the reason that it might interfere somewhat with the rivhts and interests of NewYork, he takes the old round that the General Governmenthas no rightto take such care upon its hands and aid in the construction O such works. Sir, this policy has vetoed all the great measures of improvement and internal devel opment that have been pressed and desired in the past and put a check upon the enterprise and industry of our people. The country owes to the great national party of the present and the past few years a debt of gratitude it can never pay for arresting this narrow minded and weak policy of opposition to public improvement and fosteriu of great national enterprises like this, and introducing our people to a broader, more comprehensive, and eminently national system of aiding such enterprises, as a means of develoing national life and national prosperity on wealth. As to the power of Congress over these matters I am obliged to differ with my colleague, while I have great respect for his opinion, but as my time isdimited I shall not be able to discuss at any length the constitutional question involved; besides, other gentlemen have said all that is necessary to be said upon this part of the subject. This denial of right to Congress over thesequestions and the action of the Government in a same direction, defeated under the administration of Mr. Buchanan the Pacific railroad bill, which has since received the favor of the new Administration, and our whole country is destined to share in the great benefits that will flow from such a result. A broad national policy of internal improvement is what is to arouse the energy and industry of our people, develop the resources and locked up wea th of our vast continent, and give a lpermanency and vitality to our pros perityt at can in no other way be secured. Any narrow view of this great question of national development is not in accordance with the character and genius of our people. The are alive to the importance of such great wor s of improvement, and believe that the public domain, the national credit, and the catering care of the Government, in eve way that they can reasonably and properly, should be given to aid the work of bringin out the enter rise and industry of our whole people and ifting them up to the highest point of divilization and national prosperity. The passage of this bill is still urged, as heretofore, upon the 2 considerations of military and commercial necessity and importance. M colleague declares that there can be no rea military necessity or importance connected with this proposed work, and that that idea is only advanced to catch votes or deceive the unthinkin. He argues that in stead of resulting inefitto the Government, or intendin to work a benefit to the Government in this direction, unda the plea of military necessity or advantage there is a design to draw from the Treasury of the people of the U.S. $6,000,000 and put it into the ockets of a selfish corporation. Now, sir, this remark will apply as well to every body of men who have, by the aid of Government in the various ways heretofore granted, added prosperity and wealth to the nation by their enterprise and sacrifices in the way of such public improvements. It is very easy to make such wholesale declarations, but the facts do not always justify them. My colleague should remember that selfishness may control him a little in the opposition he makes to this measure. He may be moved to this opposition by considerations not altogether generous, to say the least. The main part of the opposition to this measure has always been in the city (Buffalo) so ably represented by m colleague, and in whose prosperity no one eels a deeperinterest than myself, and I fear that he as well as the city he represents does not upon this question always present that broad, generous, and expansive feeling and action that would take in all our broad land, with its best and highest interests. Sir, those who are the advocates of this measure here and elsewhere are controlled by a great national purpose and desire, and while they hope to secure a safe investment for private capital, they seek to add to the national defense and prosperity. But let us consider in; military necessity and importance. I know it has been urged, is, and will be again, that as a work of military necessity, such a canal would have no importance, and be of no practical military benet. It is said that in the event of a war with England or Canada, or both, our policy would be to rush upon Can ada with such a force as to take imme iate possession of their frontier and the Welland canal, and thus have a canal at our hand, already constructed, by which we could keep open the communication between the lakes and the West, mud thus be able to afford protection when and where it might be needed without serious difficulty. All this is very well, and I should favor such a mom in such an event, but we have found that there are uncertainties connected with war as with other matters, and that it will not do to rest all upon a single expedient, but be prepared for any emergency. Again, it would be avery easy thing to so lay waste such a structure before it fell into our hands, if, indeed, it should, rendering it of ver little practical use when taken possession o. Besides, actual difficulties between foreign Powers do not 3 ring up in a day, but are often the result O long continued before forbearance gives way and aggravation the strife begins; and in such event the most formidabledemonstrations and preparations are made by way of defense and means of resistance. It is idle for us to talk of subduing all opposition so easily that no means of defense and shelter ought to be made as an alternative. I still insist that this canal, constructed in such away and where it will afford protection to American commerce and war material in transit from lake to lake, will be a work of great military benefit in time of war and I cannot see how any sensible man, with all respect to my colleague, can argue to the contrary. Celerity of movement, rapidity of transfer from point to point, is essential in naval as in military affairs. Our Canadian neighbors have a cane connecting the lakes on their side of the Niagara river, sufficiently inland to be entirely protected, unless the country between it hnd their frontier be taken possession of, which, of course, would be held y them to the last moment as of the 1st importance. It will be seen, therefore, that they have the means for rapidly transferring their boats and vessels of war from point to point on the lakes, which we have not. We have no means of communication but by land, so that the struggle in many instances might be confined on our art entirely to lan operations, and we sudhr seriously as a consequence. They could move from lake to lake as occasion demanded, transferring all their power from point to point at their W1. Were this work completed our whole field of operations would be changed, and we be prepared to at leastequal them in facilities for preparing suitable de euse to all our borders. Again, such a canal would form a great base of an plies for naval and military operations for a border war, with facilities to throw to any desired point with great dispatch the materials necessary for the support and maintenance of a war upon our borders. It would impart strength and efficiency to our fleet upon the lakes, and afford a safe passage to our commerce even in a time of war, which would otherwise be obstructed and broken up. At great expense the British and Canadian Governments have alread constructed and in progress complete lines O communication between and to connect all their border waters, so as to secure every possible commercial ben efit, and afford all their border the amplest Brotection in any emergenc that may arise. during our civilWar, when teLondon Times occupied any attitude but a friendly one, it was declared by way of boasting that they could throw with but little warning, upon any point upon our frontier, any amount of force, and such vessels of war as the emergency might demand and who does not know that such is the fact? Their enterprise, their foresight, and theirwis dam in this regard have been far in advance of ours. We, too, should be prepared for all such emergencies, and take timely steps to secure the desired result. Captain Williams, one of the most celebrated engineers the government ever had, who was directed to and make a survey for this work some time ago, and whose reart is on file, after examining the whole ground1 and takin a careful survey of the wholequestion in aIl its attitudes, ur es with great orce the military necessity of this work, and insists that the Government ought to immediately enter upon its construction. He says that its importance in a military point of view cannot be overestimated. This conclusion was arrived at in, a time of peace, when there was no rospect of war, but was the result ofcareful an intelligent understanding of the advantages of such a work in a time of war, and is worthy of our highest consideration. According to the treaty of 1817 we were restricted to one vessel not exceeding 100tons, with a single n, for Lake Outa rio, which is the key to afiuthe great chain of lakes on our border; and also confined to 2 of like size and armament for all the upperlakes. Having no inland waters communi cating with these great thoroughfares, we have not been able to have in readiness any vessels of war outside of these lakes which could be thrown upon them in case of necessity, and thus we have been lefi. entirel without ade quate protection. But the Britis Government, always selfish and seizing every opportunity for providing defenses, has steadily pursued a policy directly opposite ours, one ookin directly to the command of the lakes by a sufficient naval force whenever she might choose to assert it. Since 1817 she has constructed the Ridean canal as a military work, so avowed, connecting Montreal with hingston, on Lake Ontario, by an interior route, with locks 133 feet long and 33 feet wide,well calculated to pass large guuboats in ballast; and the Stvawrence canals, connectin the same points, with locks 200 feet ong and 45 feet wide, to pass gunbonts drawing 9 feet. She has also constructed the Welland canal, as before stated, connecting Lake Ontario with the upper lakes, with locks 145 feet long and 26 feet wide, to pass gunboats drawing ten feet of water. It is also proposed to construct another, of ample dimensions forallpurposes, military and commercial, connecting Montreal with eor gian buy, on Lake Huron. Thusit will beseen that she can pass her war vessels from Montreal to Kingston, on Lake Ontario, in 24 hours, and to Lake Erie in less than 48 hours, and hold all our lake border, and our vast cities and the commerce of the lakes, which is mostly American, entirely at her mercy. At all these inland points of concen tration she has constructed and holds large naval depots, thus keeping in constant prepa ration for efficient naval operations on all the great lakes, while our policy has been just the reverse of this, and we have no means of defense of such a nature, and have no communication between our great inland waters. As I have before hinted, England has boastingly told us that she was prepared for any emergency. In 1861, when the rebel leaders, Mason and Slidell, were seized on the British steamer Trent, and war was thought to be inevitable for a time, who does not remember that it was claimed extensively by the leading and most influential British press that their facilities were complete and ample and the means in readiness to pounce upon our unpro tected lake frontier, destro our commerce, and lay waste our whole bor er, and that, too, before we could accumulate any adequate means of resistance and who can deny the fact of such a statement? There is not a fortification on our frontier that an iron clad could not pass with impunity, and perhaps batter down with ease. They are old and mostl dila idated. A long continued eace has allowe them to be neg lected, an no frontier of equal lengthand importance in our whole country, an I may say in any country, is so poorly protected and prepared to meet the attacks that modern we are and skill bring to bear in a time of war. This frontier is in extent more than 3000 miles, and has none of the means of defense that are necessary to secure protection or resist attacks. Our mode of war fare nowadays differs very much from that of the olden time. Forts and fortifications are good for something, but cannot compare in importance and real utility with the modem means of resistance and defense. The ironclads and war vessels of modern times can batter down and subdue the most formidable fortifications that engineering skill and patience can erect; and the exerience we have had for the last 5 years in the great struggle for the nations life, which has happily termi nated so far as the trial of arms is concerned, demonstrates to us conclusively that the whole system of warfare has undergone a radical change, and that hereafter it must be upon a new scale and under different auspices to a very great extent. Indeed, there has been such a complete revolution in our whole system of warfare and defense that forts and fortifications to a very great extent are giving away to other modes of attack and defense. The system of gunboat fighting upon ourlakcs, rivers, and other waters, as exhibited during our recent conflict, has become so cfiicient, and consequently so popular, that the attention of Congress ahd the Government has been and still will be turned toward developing and extending it to a much larger and more perfect system, and to give it still eater cfiiciency. All will readily perceive owever, that the efficiency of this practice of warfare depends entirely upon the facilities given to pass from point to point, from lake to ake, an river to river; hence the necessity of a more enlarged system of internal navigation. The general efficiency which the use of railroads and canals ives to a land force, by increasing the rapidity of movement, is one of the principal reasons in favor of this great work, as the force of the upper lakes could be thrown immediately upon Lae Ontario or back again to the oints above. All these theilities the Canadian and British Governments have in their internal communications between the rivers and the lakes, by which, if they hold their territory, they can visit every point on our lines oflake and river coasts, batter down our forts and defenses, lay waste our cities, and destroy our commerce. These are facts that are indisputable, which no argument or sophistry can destroy or cover up. As I have before stated, the coast from the StLawrence to the western shore of Lake Superior is over 3000 miles, and forms a navigable water boundary for 8 of the most important producing and commercial States of the Union, with an aggregate poulation in 1860 of 9 millions, while direct y on this coast, in towns, cities, and villages, are a million of as enterprising, intelligent, and patriotic citizens as we have, surrounded by all the wealth that an agricultural, manufacturing, and commercial prosperty can bring. From these cities and through these lakes and rivers we are told that more than 100 million bushels of grain, including wheatmade into flour, and other agricultural products in proportion, are distributed annually to NewYork, NewEngland, and the Atlantic cities north of and Iincluding Baltimore, for the consumption of those States and for exportation to foreign countries. This vast production, yet only in its infancy, occupies more than 2000 steam and sail vessels, measuring full 700,000 tons, which on their return westward are always freighted with for ei n and domestic merchandise. The annual value of this trade already exceeds 500 million dollars. The arrest of this commerce for a brief period would produce disaster both to the East and the West, to the producer and the consumer. As the British Government is constantly prepared for an aggressive war upon all the la es, complete lines of communication being now O en, and naval depots already constructed an furnished to a very great extent, what can preventall this extensive coast, this vast and constantly increasing commerce, from suffering at the hands of our neighbors, should hostilities ever be opened between us? This proposed canal is the only link wanting to give free communication to us at all times through and between all the great lakes and the StLawrence for the vessels of the largest size navigating the lakes. On the upperi it lakes the commercial marine is almost exclusively American, while on Lake Ontario and the StLawrence it is largely Canadian. If naval depots were established at properpoints on the lakes, our vessels of commerce, man of them proellers, could be easily and s ccily converted into vessels of war, and with this canal constructed, they could pass from lake to lake and the StLawrence as the exigencies of the case might require. These facilities are indispensab e, especially from the fact that the English Government has as great and even greater within her borders. I may say without exaggeration that no part of our coast is so little protected, and in no instance are so vast interests, both public and private, allowed to remain so at the mercy of an unfriendly Power, jealons of our prosperity and national grandeur, and always ready on the slightest pretense to assume a threatening atti tude and a hostile position. But, Mr. Speaker, as necessary as this work is in a military point of view, it is as necessary to the commercial interests of the country, and to all interested in cheap transportation, which will result in benefit both to e producer and the consumer. In 1862 at least 32 million bushels of grain, including wheat manufactured into flour, besides other agricultural products of western States, passed from the a perlakes into Lake Ontario through the Welland canal, paying tribute to Canadian enterprise and adding to Canadian prosperity. More than 3 " 4ths of this grain found its way from Lake Ontario and the StLawrence through American channels, to NewYork and NewEngland; nearly 20 millions of it being shippe east ward from Oswego and Ca e Vincent, and about 5 million bushels from Ogdensburg over the Northern railroad. The trade from the East to the West of course was correspondingly large, and all aid tribute as before to Canada as it passed t rough the Welland canal. It is said that the trade from the West to the East is increasing annually at the rate of about 20%., as the reatproducingregions of the est are being develo d and industry and enter rise are being stimu ated. The trade through the Canada canal into Lake Ontario, and so on to tide water, will increase in the same proportion, I conclude, if this canal is not constructed, for every facility that we can give with our present lines of communication by additions and completion will be furnished upon the other side as a matter of policy, in order to present every inducement to bnsiness and secure every iossible benefit. Tot is end arran ement s will he s eedily completed for the enlargement of the welland canal to accommodate our largest sized vessels, which it cannot now accommodate, and which trade upon the upper lakes; so that, without a canal upon the Kmerican side, the Welland canal will certainly continue to receive its present proportion of trade,or nearly so, even when the trade shall have reached a greatly increased amount, as it is destined to do. Trade will go where it has the greatest inducements held out to it. This will be conceded by all, for it is the experience of eve man of business. How easy it is, in the a sence of this competing route, for Canada to so discriminate in favor of vessels and cargoes going to Montreal, by such a regulation of tolls as will divert. the trade to Canadian chan nels; in fact, American interests are entirely in and under her control in this regard while we have no competing route or connection between the lakes. If it be said that the NewYork canals and railroads are competing routes to the sea board, and are sufficient for all present and future wants, I deny it. As before said, trade will go where it pleases. Inducements alone can lead and control it, and it Will go just as far as it can possibly by vessel toward tide water without breaking bulk, for it is the interest of both producer, consumer, and forwarder so to do. But, sir, the channels of communication as at present existing are not adequate to the present demands of commerce, and can in nowise meet the demands of the great future. A committee of the NewYork Legislature reported a little more than a year ago “that during a considerable portion of the last 3 years the enlarged canals had been taxed to their utmost capacit, not from deficiency in the main trunk, but from the impossibility of passing more boats through the locks.” and eve hody knows that the railroads connecting the ast and the West cannot take for quite a portion of the time all the freight that is offered in any reasonable time. So great is the necessity for more and larger outlets to the Atlantic to meet the constantly increasing wants of the West, so ra idly developing itself, that the Illinois and Wisconsin Legislatures about 2 years ago appointed some of their most intelligentcitizens to visit the Canadian authorities to ugge upon them the necessit of enlarging the elland canal, and the ear y construction of the proposed canal between the Geo an bay and ontreal. This completed, and ontreal would be nearer by water route to Chicago than Buffalo is by 20 miles, and nearer than NewYork is y near y 500 miles. With this work constructed we shall be obliged to enlarge all our present lines so as to carry largely and cheap, and open up every possible avenue of trade that will tend to reduce transportation from the West to the Atlantic cities, or we shall lose the ase endancy we now hold and suffer in a cor res ouding de ee. It may be urged ere that the locks of the Erie canal were sufficiently enlarged there would be no necessity for the proposed ship canal. I rely, in the 1st place, that with the shicanal the Erie canal with its enlarged locks will have all it can do, and cannot meet the demands upon it when the immense increase of trade of the future seeks an outlet to the East; and in the 2nd place, that if the shicanal be not construe the Erie cana will not get the trade the ship canal would get if constructed, for the reason that it will go where it now goes, through the Welland canal, which will have been put in a condition t4: induce trade to seek its channel and again, the further toward the point of destination you can send reduce in quantities in vessel without reaking bulklarge e chea r will be the cost of transportation, and in this instance there would be a corres nding gain in point of time. All these vau tages will be seized, and we should look at the question prat tically and act accordingly. Captain Williams, a distinguished engineer to whom I have before referred, who surveyed the different proposed routes for this ship canal by order of the Government, and made his report, which is on file, upon careful estimates, no doubt correctly made, says that produce from a given oint West can be taken through to tide water y way of the ship canal and, of course, proposed by the Velland canal, when of sufficient size, or nearly 30%. less than by Buffalo and the Erie canal, for the reason, among others which I have alreadymentioned, that but little if any more is charged perten or bushel to Osweg by lake when once aboard than to Buffalo, while you have saved 120 miles of artificial navition and only increased the whole distance 15 miles. This is a simple proposition but nevertheless true, and will bear investiation. By having sue acanal upon the American side we won d et all the benfits of such a communication an be better able to control the commerce and keep it within our own territory, and by offering it such inducements as our increased facilities would allow us to do we could direct it to tide water through our own markets, and greatly to the benefit of our own people. This is our duty, and we should not let the occasion pass without embracing it. I want gentlemen from the West who pro dues, and gentlemen from the East who consume, to understand that there is no way in which you can get so near together and secure so cheap transportation as to open up this connection and allow trade in our largest vessels to reach us neartide wnter as possible. I have no fear as to the balance of the work. The people, States, and the General Government are always ready to provide means to meet the demand upon trade. Private capital as well as public aid is always read to secure every benefit that can be obtaine. To save this vast trade of the West, NewYork will enlarge the locks of her canals when and where necessity calls, and if need be, her canals also. This will have to be done, for it is a narrow View that limits the business of the great future to the very limited capacity of our present thoroughfares. Cheap transportation results in a corresponding benefit both to the producer and consumer, and this is one way in which transportation can be furnished cheaperthan at presentwith a Geneml benefit and no serious detriment. Facts will demonstrate this to be true. Hon. W. J. McAl ine, late State engineer of the State of New $0rk, in his report to the Legislature on railroads in 1855, presented data from which he deduced the following results: Cost of transportation perton permile is: Hills. Qp the Ocean.long voyage. 1 " “ short voyage. 2}to 6 “ “ Lakes. ng " 2 “ “ sho 3 to 4 " “ Hudson river 2i “ “ Mississippi and 3 “ “ Eric canal (enlarged). 4 “ “ ROardiliruoar c(aonradli nsa. ry. grades). 152ito13i Now, the distance b; the lake from Chicago to Buffalo is 1,000 miles; and the actual cost of transporting a top of freight.accordingto the estimate of Mr. MeAlpine, is 2 mills perton permile or For a tonof freight from Chicago to Buffalo. $200 The distancefrom Buffalo to Troy is 345miles, which, at 4 mills perton permilo. makes the]: cost of transporting a ton from Buffalo to my sand poundspermil Cost of transportation erton at 2 and a half mil s permile. Making the whole cost, including canal tolls, oftransporting a ton of wheat or flour from Chicago to NewYork, via Buffalo and the Erie Mimi 5 82.5 Cost via the Niagara ship canal and Lake Ontario: The distancefrom Chicago to Oswego.via the preppsed ship canal. would be 1108 miles. which, at 2 mills perton permile, would The distance from Oswegoto Troy, by canal, is 187 miles, which. at 4 mills perton er mil for transportation, would he. Add canal tolls, at t lls per 1,000 pounds per mile. on wheat or flour. Freight on llu yonriver at twoand ahaltm ls erton permile. A d Niagara ship canal expenses per ton. 20 Mnking the costoftransporting a ton of wheat or flour from Chicago to NewYork. via the proposedship canal and Lake Ontario. $480.2 The above statement, which is official and doubtless entirely correct, shows a difference in favor of the Niagara ship canal route of $1 02 on a ton of wheat or flour from Chicago to NewYork. Again this difference would be increased by the competition which always springs up between rival routes of trade, so thatlow freight would not be confined to this route, but all competing routes between the East and West would be obliged to reduce prices on through freight at least so as to conform to the cheaperchannels, thus saving to the West annually millions of dollars, and to the East in the same ratio. As to the objection that trade through this canal would notstop at our ports, but move on to Montreal and be taken from our Atlantic cities, I would say that such has not been the fact thus far with reference to what has passed through the Welland canal to any considerable extent, for more than 3 quarters of it has found our sea board through American channels and been consumed by our people or exported from our ports. Besides it would be more likely to go from us now than it would if we could furnish the facilities now furnished by Canada, and thus control to a.greater extent than we now can the direction of our trade. Again, it is objected that such a canal would deprive the State of newYork of a large amount of tolls, which she would realize if the trade was fOrced through the whole length of her canals. It is impossible to force the trade against its interests; and it will go where the greatest inducements are held out to it. Be sides, it would make no difference whatever, as I can see, for all the trade that an American ship canal would get, if constructed, will be received by the Welland canal if ours be not constructed; and no condition of things could prevent it, as I can discover. It is simply a question whether we or Canada have the benefits of such a work and of such trade. The case must be met, and cannot be avoided. The issue is made up, and the result is an inevitable necessity. I would be the last man to unnecessarily put myself in the way of the interests and prosperity of my State. I have stood by her interests always as best I was able. During 3 years in her Legislature, when her cann interests were on trial, and needed steadfast friends, and when, too, they were bitterly opposed, a the always were, by the party with which my coleague [Mr. J. HUMPHREY] has always acted, I had the honor to do all in my power toward rmanently establishing them, and makingt cm the pride and glory of our people and when they have been paid for by the business the great West has furnished, so that no part of the expense of their original construction and enlargement remains as a debt against the State, as the report of the canal board shows, especially so far as the main line is concerned, and when they are today worth all they ever cost, is it very generous in NewYork to say that no other channels shall be opened by which transportation will be cheap ened unless tribute is aid to her? The West has done for NewYorkall that NewYork has ever done for the West. The benefits are mutual. But, sir, while I am jealous of the rights of my State, my duty now is here. I am to look over a larger field of operations, to take into my view our broad expanse of country, and in my action upon this as upon other great questions, consut the interests of all our people and all sections. It is a narrow policy, indeed, that would ask me to confine my action to the interests of my own State to the exclusion of all others, were it in my power to effect anything by it, which would not be possible in a bod like this, representing such a variety of public interests, and all entitled to and able to command due consideration. I am in favor of developing all sections and interests of our broad count. Improvements of this nature should be oied by the Government, for they open communications with our people, bring them into a closer relationship, and tend to unite and bind together different sections of the country in a common interest. What vast wealth lies locked up in the earth, which industry and enterprise are fast develoing, and when brought out to enrich and fill)0ur land with plenty; what avenues of trade and commerce will he demanded to meet the neces sities of the case! Railroads must be constructed to pierce our mountains and stretch across our boundless prairies; canals must connect our great rivers and lakes. those inland seas that make our continent a wonder and a marvel; and then, when the vast resources of the whole land shall be developed, and end less streams of wealth fill it with the fruits of such developments, we shall be able to fully realize our greatness and the magnitude of our resources. All enterprises and projects that look to such results should receive the fostering care and aid of the Government. Every dollar and every acre of land given to such purposes is a rich investment for us, forthey will ringback ten fold in due time to the whole people in the increased wealth and resources that will surely result from them. For NewYork or any of her Representatives to oppose this measure or throw any obstacles in the wayof the completion of this grand work of improvementit is unwise, and such opposition is suicidal. Buffalo, so ably represented by my colleague on this floor [Lin J. M. Helmet mg] has been the seat of all or nearly all the opposition that has been made to this measure from the State of N NewYork. Now, sir, considered by itself alone, I would do nothing to strike at the interests of that great city, so fi led with enterprise and worthy of the protection and admiration of all. I know of nothing upon which she is really unsound aside from this question of ship canal, save it be at times her politics, but in this regard she gives occasions y some encouragement, for we see now and then signs of restored life and health, and it is to be hoped and believed that erelong she will stand upright, clothed, in her right mind, fully redeemed from all her post up or tunate errings and political degeneracy. What enhances the interests and wealth of Buffalo and her people is gratifying to all our people, and especially to me and my constitquents, for she sits like a ueeu upon the lake on the very border of my district, the most of which ays her constant triblite. She has no right, owever, to hazard the best interests of the great whole for the purpose of aggrandizing herself, or to occupy such a selfish position as to advocate a policy that will cripple the vast interests of commerce generally so as to secure to herself a local benefit; and this applies equally to the whole State of NewYork. such a course will in the end meet with a severe rebuke, for it cannot long withstand the broad and comrehensive polic of general advantage and uh ic welfare which the great mass of our peOple will insist shall be adopted. Should the State of NewYork, or any portion of it, succeed in their opposition to this measure and the polic it is intended to secure, there will be broughtabout what in the end will be regretted. ou will force the West and its trade through the Canadas by the present routes of communication and that to be completed, to wit, the Ottawa ship canal, by which so many miles of transportation will be saved to reach NewYork, s cold the trade takethat direction, and by which, without our own ship canal, trade will inevitably be conducted by the StLawrence and out to the ocean without reaching our ports. I call the attention of Representatives from NewYork, especially the city, from NewEng land, Pennsyvania, and NewJersey, to this fact, for it will be too late to consider it after such a condition of things takes place. The great West and Northwest must and will have ample outlets for her trade and articles of commerce. Not one acre inten of the vast productive reion of that mighty empire is yet under cultivation. Ten years hence she will raise 1000 million bushels of grain for market over her own consumption. Emigration is being quickened since the war, and all this vast country is to be filled it i with industrious, producing classes that wiil develop its immense resources, now unknown, and pour into the channels of trade a constantly increasing amount of production. What is NewYork dOing to meet this great demand? Where is this outlet to be found? While we are fool ishly resisting one of the great measures to remedy the defect and meet the demands upon us, our Canadian neighbors, wiser than we, will present the facilities neededz and carry off the untold benefits of their skill and enter rise. Surely the East is directly interested in this question. Herbusiness men, her cities, her commerce, her consumers are all identified closely with this measure in their best and highest interests. The West, too, have a deep interest in this work. By carefully prepared estimates which are entirely correct and official, whicliI have presented, it will be seen that by the ship canal route, over 120 miles of canal navigation will be saved from Chicago to NewYork, which, by taking into the account the difference between the cost of transportation on the lake and canal, and the further fact that the freight will be but ii trifle if any more to Oswe O than to Buffalo, we find that this route will cheapen the transportation on every bushel of wheat nearly 4 cents, which of itself is no small item for western men to examine in connection with this question. The same thing is true with reference to all articles of western production seeking our eastern markets. Now, I submit whether this is not a measure that demands the serious attention of all sections, and claims an unqualified up roval from Representatives of all portions of e country, for all are deeply interested in the general ben efits to flow from its success. There are several outlets for the trade that reaches Lake Ontario: the Oswego and Erie canal. to Troy, and the Hudson river, besides 2 railroads at Syracuse, and another in contemplation; the Cape Vincent, the Rome and Watertown railroad, which now receives large consignments of lake produce, and delivers the same in NewYork by Central railroad, or Erie canal at Rome. The projected road from the Hudson to Lake Ontario, by the way of Saratoga, is being rapidly pushed forward, and will form another important avenue for western produce. The road from Ogdensburg to Boston is in successful operation, and supporting large lines of steamers in trade with the western States. By this route large amounts of produce are also sent to NewYork by way of ake Champlain and canal. Other routes to the Eastnre suggested and doubtless will be constructed, for the commercial ene of our people is unlim ited, and will constan yincrease as the demands for outlet increase. One of the most promi nent is a water communication with the lakes, by way of a canal from Montreal, through Lake Champlain, and canal to the navigable waters of the Hudson, 0.distance of only 60 miles. But the success of all or any of these routes of communication, which are bound to be completed before very long, in which I insist the whole country is interested, depends entirely upon an opening between Lake Ontario and our western lakes by way of a ship canal. There is no other as cheap, as proper, and as feasible. Shall we have it on the American side, or shall we continue to ay tribute to Canadian skill and enterprise? Rdore than 3 quarters of all the commerce of the upperlakes is American, and hence it will be seen that we are keeping up the Welland canal by our enterprise and capital. We have paid for it and continually support it, and unless we move in the construction of a canal ourselves we shall furnish the menus for its speedy enlargement and its continued support and prosperity. But if the East and middle States will persist in their opposition to this measure, the West and Nort west will be compelled, and be justifiable, too, in making such arran ements as will meet their interests and take their immense surplus of productions by way of the Ottawa canal, to be constructed, to the StLawrence, and use that river as an easement to the ocean. I am glad that the West is so unanimously in favor of this measure, and hope that any unwise and selfish policy of any section may not lessen their devotion to the grand idea of developing our own resources by means of improvements like this within our own territory and under the control of our own people. Open up this connection between the la es, and it will not belong before the NewYork canal, in her locks at least, will be enlaed to meet the demands upon them. Whether this canal be made or not, such an increase will be accomplished, but this is no reason why this work should not be done, as I have clearly shown, as all the additional facilities will be indispensable, and furnished from some quarter if not by us. But, Mr. Speaker, I have detained the House much longer than I had intended to do in this debate; but the question opens up such interesting fields of contemplation in connection with the future of our country, and the vast transactions of its future commercial, agricultural, and manufacturing prosperity and devel opment, that I have been drawn further into the debate than perhaps prudence dictated. Now, sir, when I look forward 20 and 50 years, which is but a span in the life of a nation like ours, and contemplate what our country is to be, in the light of the remarks made the other day by my friend, the distin. ished Gentfrom Massachusetts, [Mr. sung] I confess I am filled with pride and satisfaction. All our broad expanse of country from ocean to ocean will be filled with free, intelligent, and enterprising people, living in and controlling States with institutions calculated to lift them up to the highest point of civilization, and fill our whole land with blessings and happiness. Railroads and canals, fostered and aided by the Government when and where necessary, reaching out their long lines across the continent, and interlocking with each other, ramifying in every direction, through eve mountain pass, or piercing the mountains si e, along the riv ers, over the prairies, upon the very thresh olds of all our towns and cities, bringingocean near to ocean and making near neighbors of the most remote sections of our united and happy land; all ouring into our“ Treasury untold wealth, and pmaking as complete masters of the whole earth in every material oint ofview. Whata sublime field for contemation and thoughtl It remains to be seen whether we shall e worthy of such a destiny, whether we fully comprehend the duties of the hour, and whether we are ready to grasp the occasion and secure these great advantages. Every such wor as this bill proposesto authorize tends to bind our people together in a common interest, and ads one more link to the bond of union, and increases each mans capital stock in his countrys good name and honor. When our great and un. ualed lines of communication are all opened between the Pacific and the Atlantic, Asia will be compellodto pay us tribute and send her products across our continent, through the Atlantic cities to their destination. It has been well said that “we are yet to dictate laws in the arts, sciences, and finance to the whole world, as well as be acknowleded the commercial, agricultural, and menu acturing center of the whole earth.” Among the means used to secure this grand result is the work proposed by this bill. Itasks but a small favor compared with what has been granted and will yet be granted to other projects equally meritorious and worthy of consideration. The millions of mone given to the Pacific railroad, for which I ha the privilege of voting in the 37th Congress was a wise investment; and others of the same nature will do as much toward bringing about the condition of things to which I have referred. They develop, quicken, and push forward enter rise, labor, intelligence, and skill, all of which 1!] their turn enrich and cover over our land with wealth and prosperity. This work is entire y national in its character. We owe it to ourselves to aid in its construction, and thus secure it speedily. We owe it to the bold, enterprising men who have invested their property in commerce, and who are among the bravest of our people and the most patriotic of our citizens, that we open up this way of trade, and no longer compe them to ay tribute to those who have for us but litte sympathy and respect, as the last few years of our trial have clearly shown. Our brave and loyal citizens engaged in service on our lakes ought not, any longer than it will take to construct our own ship canal, be compelled to use theirs in the prosecution of their legitimate business; and Congress and the government ought to give their early attention to the construction of the work that is now pro posed. [like many other works of the past few years and present, it would stand as a monument to the intelligence patriotism, and ener of the men and the government who noby came up to and met the struggles of the present day amid the darkest storms and greatest obstacles. It would be an honor to the age which witnesses its execution and a blessing to our whole people. Mr. Speaker, I now yield ten minutes of my time to the Gentfrom Illinois.