tages of a sand bar at their outlets. But means may be devised to remove this obstruction. An experiment is already making at Erie (which has the same disadvantage, though not the mouth of a river), under the direction of an officer of the corps of engineers. This canal, with the more western canal, which is intended to connect the Sciota with Lake Erie, and which has already been begun by the state of Ohio, will open two communications between these great geographical departments of the country, from which incalculable benefits may be anticipated, of a political and commercial, as well as of a military nature. It is only necessary to call to mind the difficulties which were encountered during the late war, in sustaining the campaigns on the lake frontier, through the want of artificial facilities of this kind, in order to appreciate their extreme importance and necessity. We shall not probably much exaggerate, if we assert, that the excess of expenses, during the several campaigns in that quarter, which arose from this deficiency, would have defrayed the whole cost of the two canals we have been commenting on.

The next work, of a primary character, exhibited in the Report, is the Delaware and Raritan canal. This canal proposes to connect the waters of New York harbor with those of the Delaware river. It will be about forty miles long, and of sufficient dimensions to receive 'bay vessels,' that is, such vessels as carry on the commercial intercourse between New York, Philadelphia, and other cities. The face of the country, through which it is to run, will admit of one level, without any very deep or expensive cutting, from nearly tide water to tide water, having a series of locks at each extremity, descending into the Raritan on one side and the Delaware on the other.*

*The Delaware and Chesapeake canal, which forms another link in this chain of internal navigation, connecting the Delaware river with the Chesapeake Bay, having already been commenced, did not come within the operations of the Board. This important work, which was undertaken and is continued under the authorities of Delaware and Maryland, is of the same dimensions as the Delaware and Raritan canal, and extends the same commercial intercourse from Philadelphia to the more southern cities, as is intended between Philadelphia and New York. According to the statement made by a member of the Senate on the floor of Congress, one hundred pieces of cannon were, during the late war, transported across the neck of land severed by the canal, at the immoderate expense of more than $450 apiece! This canal will be fourteen miles long, and lined with stone. During the Jast session of Congress, the general government was authorized to

The next work presented in the Report, is, the Buzzard's and Barnstable bay canal. By this canal it is proposed to sever, near the main land, the isthmus of Cape Cod, which, projecting its sandy arm far into the sea, interposes a most inconvenient barrier between the coasting of the North and the South. The deep interest, which Massachusetts and the states north of her feel in this long desired communication, induces us to enter somewhat into the details of the Board, that the nature and practicability of the work may be understood. We would first remark, that the Board, after satisfactory surveys, reject the route by Barnstable and Hyannis harbor. The Report then proceeds;

'A canal to communicate between Buzzard's and Barnstable bays, should follow successively from west to east the valleys of Monument aud Scussit rivers. That route was surveyed in 1818 by Mr L. Baldwin, at the individual expense of Messrs Israel Thorndike, Thomas H. Perkins, and other gentlemen of Boston. Its total length is about eight miles.'

At its western extremity, the tide rises in Buzzard's bay, from five feet to five feet three inches. At its eastern extremity, it rises in Barnstable bay, from ten feet to ten feet four inches, and three hours and a half later than in the other. Thus the medium of tide water in Barnstable bay, is probably about on a level with high tide water in Buzzard's bay; the level of low water in the latter, was, on the eleventh of September, 1818, eight inches and six tenths higher than in Barnstable bay.'

As the tide ascends three or four miles in Monument river, and about two miles in Scussit river, this route extends only two or three miles from the head of one tide to the head of the other. The highest point of intervening ground is thirtythree feet and a third above low water in Barnstable bay, and twentythree and a half above high tide. Thus nature has left little to do to unite the two bays.'

The Board have determined, that sufficient harbors may be made at each extremity, by using the advantage which nature has afforded, without difficulty, or any great expense; and that the soil, through which it is to be cut, presents no insurmountable obstacles. The scarcity of water for feeders, offers, in the opinion of the Board, no choice, but to cut the canal 'on

subscribe for 1500 shares ($300,500) in the stock of this canal, which furnishes sufficient means to complete the work with all practicable despatch.

one level from one bay to the other, to be fed by the tide of Barnstable bay, and provided with a tide lock at each end. Its bottom will be at least eight feet and a half below the neap tides, or nine and a half below the common tides in the bay.'

The Board sum up their opinion on this work, in the following encouraging terms. This short analysis proves, that the practicability of the Buzzard's and Barnstable canal does not admit of a doubt, and that its construction will meet with no serious obstacle. The expense will not be great, if we compare it with that of the Delaware and Chesapeake canal, which extends fourteen miles in length, and requires a deep cut of three miles, through a ridge which rises eightyfour feet above tide water, and seventysix feet above its summit level. The maximum cost of this last canal has been valued at $1,354,364.'

The last work presented in the Report, is the Taunton and Weymouth canal. The surveys of this route were not so complete, as to enable the Board to pronounce upon its practicability. There can be no doubt of the importance of this short and direct communication between Boston and Narraganset bay. It would be a great facility to our coasting trade in time of peace, and it would be almost indispensable to its security in time of war, as the communication by the way of the Cape Cod canal, might easily be interrupted by an enemy powerful at sea. This canal

would likewise form an essential subsidiary to the maritime defences, erecting at and near Newport.

We cannot better close the foregoing remarks, than by adopting the summary, with which the distinguished members of the Board conclude their Report.

'As to the general results obtained by this expedition, they are as favorable as possible to the great object in contemplation; opening a system of communication to unite all the sections of the Republic by the bonds of commercial intercourse, and rapid mutual aid in time of danger, This system will contribute essentially to the great end of rendering the means of our government more efficient; for, by reducing the time necessary for communication, it will reduce in fact, the great distances which divide the sections of our vast empire from each other, and will enable us easily and promptly to transfer the means and produce of one climate to another; it will give a new value to the agricultural and mineral riches of our soil, and a new life and activity to our manufacturing industry, by facilitating their circulation. Without a free and constant circulation, the political, as well as human body becomes paralyzed and benumbed in its operations.'

We have made use of the title which stands second at the head of this article, merely to authorize a more general notice of the various improvements by canals, which have been finished, begun, or projected in this country within a few years, than would naturally fall within the scope of the foregoing remarks. The information connected with this interesting subject, lies scattered through so many documents, as to render any complete or satisfactory view of it almost impossible. We can hardly regret this deficiency, as more ample materials would only embarrass us with a choice of difficulties, either to lay before our readers a naked list, or to omit many important notices. We shall, therefore, content ourselves at this time, with referring to such only, as have been regarded as of national importance, and one or two others, which, although exclusively the works of individual states, nevertheless, from their probable influence on the general prosperity of large portions of the country, and from the fact of their not being fully known to the public, demand partic

ular mention.

The Journal of the last session of Congress, exhibits the awakened and zealous spirit of improvement, which pervades nearly the whole Union. The applications for surveys, for the purpose of ascertaining the resources and natural advantages of the country, which may be rendered subservient to this great end, were presented from all quarters, and urged on the most enlightened and liberal principles. In considering these applications, the only question seemed to be, whether they referred to improvements of a national, rather than a local character; and whenever determined to be of the former, we believe the surveys were uniformly directed to be made.

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Among the propositions of this kind early presented to Congress the last session, was that of making a survey of a route for a canal between the Atlantic and the Gulf of Mexico;' to which was reported an amendment, proposing to extend the survey 'from the Appalachicola or the Suwany west, through the bays of St Andrews, Santa Rosa, Pensacola, Perdido, Mobile, and Pascagoula, and through lakes Borgue and Pontchartrain, to the Mississippi, by the Iberville or the canal Carondelet.' This amendment was urged upon the alleged fact, that about three hundred and fifty miles of inland navigation may be effected between these two points, by removing small obstructions at a few points, and the cutting of twelve miles.' This important and extraordinary natural facility for inland navigation, along a coast,

appears to rest, at present, upon the authority of the delegate from Florida, confirmed, probably, by an inspection of the maps, which certainly present appearances the most favorable to its truth. It is undoubtedly worthy of investigation, and we hope the surveys corroborate the most sanguine anticipations; though we cannot altogether repress a doubt, whether, on such an alluvial and, as we understand, such a sandy coast, the shores of these intervening necks of land will be found so bold, and washed by inlets so deep, as to render little other labor necessary, than to excavate the dry land apparent on the maps.

But, however desirable this continuation of the inland navigation to the Mississippi may be, to considerable portions of our country; yet we conceive the original proposition, having in view merely the connexion of the Atlantic with the Gulf of Mexico, by severing the Peninsula of Florida, to be of incomparably greater importance. This latter project is recommended by many probable natural facilities; such as a flat country, inland waters, and a soil apparently favorable for excavation, besides the important commercial considerations which are involved in its success. The United States present a long frontier upon the Gulf of Mexico; and the Mississippi sends down into it a trade, which may increase to an incalculable degree. And most of this trade, before it can reach the Atlantic, which is the great highway of commerce, has to make a voyage, protracted, perplexed, and beset with perils. Neither can we rate too highly the political importance of such an intersection of this circuitous and hazardous navigation. The narrow channel between Cuba and the Florida cape, affording the most direct and feasible outlet of the Gulf, gives to the nation occupying that island a potential control over that part of our commerce, which should be withdrawn if possible. Nothing short of necessity, of an absolute inability to conduct it into the Atlantic by a more independent passage, should persuade us to submit to the present condition of things, which, by bringing us so immediately in contact with a foreign power, subjects the nation constantly to the liability of misunderstandings and war.

It would be useless to speculate upon the probable success of the work, until the proper surveys have been made. It is to be hoped, that our most ardent expectations may be fulfilled, and particularly that the practicability of a ship channel (less than which would not serve the great purposes of commerce) may be satisfactorily determined. Some instances of such magnificent