ENLARGEMENT OF THE ILLINOIS AND MICHIGAN CANAL.

BY J. D WEBSTER,

JACKSON, TENN., November 28, 1862.

To the Hon. Secretary of War, Washington, D. C.:

SIR: I have the honor to report that, in compliance with the request of the President of the United States and the Hon. I. N. ARNOLD, of the House of Representatives, and under leave granted by the War Department for that purpose, I have made such inquiries and examination as my time permitted, in relation to the practicability, cost, and military and commercial advantages of opening a passage for gunboats and armed vessels from the Mississippi to the lakes, by improving the navigation of the Illinois River and enlargement of the Illinois and Michigan Canal.

Knowing that the subject had been previously discussed, in able and eloquent speeches and reports, and that plans and estimates had been submitted to Congress, I thought it best, in the first place, to examine the estimates, and ascertain upon what evidence they were founded.

The authors of these plans and the estimates, Messrs. WILLIAM GOODING and JOHN B. PRESTON, are respectively the Secretary and Engineer of the Illinois and Michigan Canal; and in the office of that work, at Lockport, Illinois, I found the data which they had used, an examination of which, with full information as to their sources and preparation, satisfied me that, for the purposes of their report, no further surveys were necessary.

The work naturally divides itself into three portions, and, taking the order in which they were presented to me, the first of these divisions is the Illinois River from its mouth to La Salle, the terminus of the present canal.

The survey of this portion was made by competent engineers, under instructions of the above named gentlemen and by authority of the State of Illinois. The maps and profiles have every mark of care and skill, and the surveys were made under circumstances to secure the greatest accuracy. This survey is the foundation of the plans and estimates for the improve

ment.

The mode proposed, (and obviously the proper one, I think,) is by dams and locks. The whole distance is 220 miles, and the fall a little less than twenty-eight feet, or an average of one and-a-half inches per mile. Seven dams and locks are proposed. Fewer than these might be made to answer the purpose, but by adopting this number, the water can be raised throughout this entire distance to the required height of affording a channel capable of passing steamboats and vessels drawing six feet without overflowing any valuable lands. Greater strength and security can also be more readily given to the dams, as they will be of less height, than would be necessary with a smaller number. The effect upon the river will be to keep its bed always covered for its full width, instead of being as now, alternately covered and exposed. While the occasional overflowing of the contiguous low lands will hardly be increased to a perceptible degree. It is not anticipated that this state of things will be injurious to the health of the adjacent country. On the contrary, it is thought that this constant fullness of the bed of the

river will be beneficial, in that respect, and that the fears, which have been entertained in some quarters, of ill effects will not be realized.

The second of the divisions in the ascending order is that part of the Illinois River between La Salle and Lockport.

This has not been surveyed with reference to the proposed work. Its general character and average width are, however, well known. The lockage is precisely given by the present cause, which runs nearly parallel with, and not far from the river. So that we have data sufficiently full and accurate for arriving at a very close approximation to the cost of the improvement. A survey will be necessary to determine the location of the dams and locks, and the precise quantities of masonry. But this cannot materially vary the aggregate of the calculations already made.

We come now to the third division extending from Lockport to Chicago. There it is proposed to follow the line of the present canal, enlarging it to the dimensions of a ship and steamboat canal, 160 feet wide, and 7 fet deep. The original surveys for the existing canal appear to have been made with minuteness and accuracy, and are yet available for estimates of the cost of the proposed enlargement. There are, however, a few points. upon which there may be some liability to error.

Most of the material excavated from the present canal yet remain on its banks. Of course that lying on the side toward which the enlargement is to be made must be removed. It has been assumed in estimating that this material was deposited one-half on each side. This may prove not strictly

true.

Again, the amounts of the different kinds of material to be excavated for the enlargement, are not known with absolute exactness. But the estimate, in this particular, are based upon careful notes, taken during the progress of the work on the present canal, and the particular observations of one of the gentlemen named above, and are probably very near the truth.

It is not determined what quantity of earthy sediment may have settled in that portion of the canal which was originally executed upon the deep cut plan. Whatever it may be, it is of a character to be readily and cheaply removed by the improved machinery now in use for such purposes.

These qualifications of the exact correctness of the estimates are not, in my view, of much importance, but I thought it better to mention them in order to make as plain an exhibit as possible of the grounds upon which they are based.

I have no doubt that in the main these estimates are reliable; much beyond what is usual in similar cases. Care has been taken in regard to the points on which there may be some doubt, to err, if at all, on the safe side. Messrs. GOODING and PRESTON have been for years deeply interested in this subject, and have studied it carefully. They have all the advantages of a minute acquaintance with the localities in question, and great experience in construction on this very ground. They are well known as engineers of acknowledged skill and ability, while their character for integrity, puts them above the suspicion of willingly misrepresenting in any particu

lar.

Having them, (those plans and estimates,) I am well satisfied that we have before us the means of forming a correct judgment of the "practicability and cost" of the proposed work.

I therefore append hereto the estimate submitted to Congress by the committee on military affairs of the House of Representatives in their report

of the 20th of February last. I am fully of opinion that the plan is judicious and the estimates reliable. Perhaps some addition ought to be made on account of the high prices of labor and supplies likely to rule for some time to come-the rates on which the estimates were made being those of the past year.

The estimate of thirteen millions three hundred and forty six thousand eight hundred and twenty-four dollars ($13,346,824) may be fairly regarded as the pecuniary measure of the practicability of the work, executed on the plan, cutting down the summit level of the canal so as to draw the needed supply of water directly from Lake Michigan, and maintain a uniform width of 160 feet.

Two other plans have been proposed and estimated for. The first is to make the canal 100 feet wide, with recesses on each mile 160 feet wide, to enable steamers to pass. The estimate for this is eleven millions five hundred thousand dollars, ($11,500,000.)

The other plan is to make the canal 160 feet wide, but omit cutting down the summit, and supply the water from the Calumet, Des Plains, and DuPage rivers-any deficiency (which is almost sure to exist some portion of every season) to be supplied by pumping engines and wheels from Lake Michigan. For this the estimate is nine millions two hundred and ninety-two thousand four hundred and forty-four dollars ($9,292,444.) The difference of cost in these plans arises from the different modes proposed of constructing the enlarged canal, the river improvement remaining the same in all.

The saving effected by adopting any other plan than that of cutting down the summit to the whole depth proposed, seems so unimportant compared to the magnitude and importance of the work, and the mode on the most liberal scale proposed so much superior on all accounts, that I omit the detailed estimates for the others. I earnestly hope that, if the government should determine to execute, or even to aid the work, the largest scale proposed may be sanctioned. Anything less than that would mar the fair proportions which should throughout characterize so important an improve

ment.

Pumping to supply the summit level is but an expedient, subject to the constant expense and liability to derangement of the machinery by which it is effected; while to pour directly into this great channel the abundant waters of the lakes will make a vital union, instead of an uncertain artificial connection between the two great systems of internal navigation.

The great military advantages, not to say absolute necessity of a communication between the Mississippi and the lakes will appear from a very cursory consideration of the subject. A foreign power holds in its grasp means of access for a fleet of light draft gunboats to the lakes. We have but one small armed vessel, and the Detroit River and Straits of Mackinaw are almost entirely undefended by fortification. Who can compute the amount of disaster and injury which might any day befall our lake commerce and cities in case of war with that power? How many months of time, and how many millions of dollars would it require to build and equip a fleet suitable to the emergency? And where on the lakes are the ship yards sufficiently defended in which to build our fleet? It is painful to think how vulnerable we are in this direction. Our weakness and danger are obvious to the dullest apprehension.

How different would be the state of the case if we could at once transfer our fleet of gunboats, now doing such good service on the ocean and the

gulf to the lakes. We might then in comparative safety and freedom from anxiety, set about those further means of defense which the lake region so much needs. Now, we are almost defenseless. Then we could defend our harbors and cities, or taking the offensive, threaten those of the enemy, or fight him on fair terms.

For the accomplishment of these desirable ends our fleet of river gunboats now in use is entirely unsuited, as they could not live an hour in rough weather on the lakes. Can there vessels be built which can pass through the proposed canal, and yet be capable of doing good service on the lakes? Upon the answer to this question of course will depend the utility of the proposed work in regard to the defense of the lakes.

Not only can vessels be built which will answer these conditions, but a fleet of them already exists. Acting Rear Admiral D. D. PORTER, commanding Mississippi Squadron, in answer to my inquiries on this subject says: "That a canal and locks of the dimensions contemplated will pass nearly every large, light gunboat we have in the navy, or that would be built for lake or sea service. Any vessel drawing eight feet can be lightened to six and-a-half by taking out her battery, coal, and stores." He then names several boats of both the river and sea going class which could pass through the canal, adding, "and some fifty vessels of their class." This, I take it, is satisfactory on this point, about which some good friends of the project had entertained doubts.

It may be observed also, in reference to the present river gunboats, that although they are unable to encounter successfully the waves of the great lakes, it will yet be very useful to be able to take them for repairs, up to the workshops at Chicago, and other towns along the line.

It is difficult to imagine a stronger case of military utility, not to say necessity, than is presented in this relation of the proposed communication to the defense of the lakes. Argument can hardly add to the force of the

simple statement of the facts.

Not only would any fleet of gunboats when built be doubled in value, but the vast resources of the lake country in oak and fine timber and iron be available for further increasing the number. Besides the lessons which the ship builders of the lakes have learned under the necessity of adapting their vessels to the comparatively shallow harbors of these waters, and uniting carrying capacity with light draft, will be found of service in this connection. Their skill when called into exercise by the government, will combine the timber of the shores of Lakes Michigan, Huron, and Erie, and the tough iron of Lake Superior, into vessels able to carry the flag of the nation with honor to the torrid regions of the Gulf.

Look a moment also at the great facilities which this route will offer for the transportation of troops, supplies, and munitions of war when needed. The saving of water, over railroad transportation, and of large boats over small ones, is well known. It has been often exhibited in the most striking manner during the present war.

A few words seem to be demanded on the more general view of the subject. Its bearings upon the commercial, manufacturing, and agricultural industry of the country. The subject is so vast that I almost hesitate to say anything about it in the parting way in which other pressing duties will oblige me to do.

The great lakes and the Mississippi river are among the grandest features of the geography of the globe. Their names are at once suggestive of

commercial and agricultural wealth and national greatness. No such sys-. tem of internal navigation exists elsewhere in the world. The most careful and accurate statements of their present uses for commercial purposes are truly wonderful, while the magnificent future to which enlightened enterprise may lead, tasks the strongest imagination. The Mississippi system of navigable waters is variously estimated at from 10,000 to 20,000 miles. Its numerous ramifications penetrate a country of unrivalled fertility and in many parts abounding in the useful metals. On the lakes we have a coast of 3,500 miles. Their commerce is estimated at the value of $400,000,000,"in articles of prime necessity, to the inhabitants of Eastern States and to our foreign commerce." That of the Mississippi in peaceful times is supposed to equal this. It is the union of these two mighty systems that we contemplate in the proposed improvement.

For this purpose no other route exists comparable to the line now proposed, in the economy of cost of the improvement, or in general utility. It is one of nature's highways, one of the lines which she marks out for the guidance of the great emigrant movements of the race, and by which topography foretells the march of empire. The aboriginal savage traveled by instinct, and now educated intelligence can find no better place for completing and uniting lines of travel and traffic embracing half a continent. From what has been we may foretell what will be. When the present disorder shall have passed away, the interchange of products between the Northern and Southern States will be resumed. The cotton, sugar, and tobacco of the South will seek its market throughout the Northern States and Canadas, and in return the North will send its wheat, corn, pork, beef, and the various articles of manufacture, which it can so readily provide. This great commerce will gravitate to the cheapest channels. "Look a moment at the capacity of the canal and river improved as proposed," says Mr. GOODING in a recent letter. "It is believed that a boat or barge, built something like our canal boats but cheaper, would usually carry the freight instead of the steamer itself. But suppose our present canal boats be used; twelve of them carrying over 70,000 bushels of grain, with less than five feet draft of water, could be locked through one of our contemplated locks at one lockage, occupying perhaps fifteen or twenty minutes. A powerful steam-tug, such as is used for towing ships from the mouth of the Mississippi to New Orleans, would easily tow such a fleet of boats. It will therefore be apparent that were much less than one-half the old prices paid for freight it would pay enormously with this improved navigation." gives certainly a very striking view of the facilities for transportation which the improvement will offer.

This

Consider, too, that these facilities will be constant through the seasons of navigation, not fluctuating, as is usual now, between flood and drought. The present season has been one of unusually good navigation in the Illinois river. The result is remarkable. With the report of the House of Representatives, heretofore referred to, was submitted an estimate of tolls, etc., for the five years proposed to be occupied in the construction of the canal, which can be so carried on as not to interfere with the navigation. The tolls for the first year are put down as likely to be the same as for the year 1861, viz: $218,000, and for the second at $230,000. I am informed that the tolls received up to a recent period, during the present season, exceeded those of the last year up to the same time by $40,000, and the receipts for the full season of navigation will not be less than $260,000,