Should Boston get a fair share of the business, the producers are the sole gainers. If state of markets make it the interest of producers and merchants to send to Boston markets, at any season of the year, for larger proceeds will the Legislature of the State of New-York prohibit the realization of such profits, either to our own citizens or those of neighboring states? The undersigned cannot even for argument admit it.

New York city is the great market to which all large consignments of marketable products must go. Such is the law of trade, and such will ever be the result.

If the railroads now connecting with the crossing at Rouses' Point do not give sufficient facilities for reaching Hudson River markets, other railroads will certainly be constructed for that purpose.

The data furnished, however, by the two months' operation of the Northern railroad, sufficiently indicates that New-York has nothing to fear from diversion of business to eastern Atlantic cities.

The following is a statement of merchandise entered from Canada at the port of Ogdensburgh from the 3d of October to the 17th December, 1850, inclusive, for warehousing and transportation in bonds to Atlantic and other ports, viz:

The merchandise above specified has been transported, or otherwise,

From this statement it appears that a fraction over four-fifths of the bonded freight passing over the road, seek a market, or transportation across the Atlantic at New-York, while but a fraction over fourteen hundredths pass through to Boston.

The undersigned has no doubt that the flour and wheat transported over the Northern railroad, from the Western States, has been distributed between the cities of Boston and New-York in about the same proportions.

In the county of St. Lawrence alone, during the past season, over half a million of dollars have been expended for butter and cheese, one half of which has been carried over the Northern railroad, and full two-thirds of that half was sent to the city of New-York. The other half went through the Oswego canal to New-York and eastern Atlantic cities. The undersigned will not longer dwell upon this point deeming the great point self-evident; independent of local interests, that the necessities of the public demand a cheap and easy means of reaching New England roads and the easy communication over them, with New-York unless paramount objections of a general character interpose. The mercantile and agricultural community, have a right to demand of legislation, such facilities for the construction of roads and bridges, and other conveniences of transportation, as will meet the necessities of commerce. And

such legislators as are willing to obstruct the channels of business, to minister to the grasping selfishness of localities, or are willing to become their tools and panders, come far short of an enlightened discharge of their duties as members of the Legislature. The remaining question to be decided by the Legislature is, do the benefits of the proposed bridge locally and generally so far preponderate over all in conveniences, that it would be unjust to the State to withhold its assent to the construction of it under proper plans and structures? This question involves the whole subject. To this point the committee have mostly confined their attention.

4

The proposed bridge is located about one mile south of the Canada line, about three-fourths of a mile south of the United States fortress at that point. The lake, there, shoals out to a river; the greatest depth of water being 30 feet, in medium height of water, and the current about one-third mile per hour. The width of water is about one mile, the centre of the channel being the boundary line between the State of Vermont and this State. For two thousand feet of the bridge line, there is over 18 feet of water at all seasons, and for three or four miles south the lake has good anchorage with water from twenty to thirty feet depth.

On the New-York side there is a shoal about 1500 feet from west shore extending south from the point on which the fortress is situate about 600 feet above the bridge line.

On the east side of this shoal is the main channel, which is always taken by lake vessels. In this channel, the railroad corporation propose to locate a swing drow, having two openings, each seventy feet in width.

About two miles north of the Canada line, at Bloody Island, the channel is narrowed to two or three hundred feet width, and is crooked; and at Ash Island, two miles further north, the navigable channel is still more contracted. At Hospital Island and Isle aux Noix the water way is also contracted; and at the flats, north of Isle aux Noix, above St. Johns, there are broad shoals, where the best water is scarce six feet, in water with a devious course, at which point the lake vessels are frequently grounded.

From all the facts and testimony before the committee, and their own personal observation, it is obvious that the navigation below.

Rouse's Point, in a large part of the season, to St. Johns, where Chambly canal commences, is slow and difficult for all classes of vessels. On this point, the testimony of the two old steamboat pilots, Cannon and Ferris, produced by opposite parties, will probably give senators a clear view of the facts, without wading through the whole testimony.

The maps and plans accompanying this report, which are believed to be correct, exhibit the locality, with various soundings and other

measurements.

The committee passed the road draw bridge, at St. Johns, and visited the draw bridge of the railroad from Montreal to Portland, over the same river, about 14 miles below.

The bridge at St. Johns opens a slide draw, leaving a space of about 24 feet. It is a poor draw, slowly opened.

The Chambly canal-locks are 24 feet wide, 120 feet long, and have four to five feet water on mitre sills.

The railroad bridge at Beloeil crosses the river where it is about a thousand feet in width, with an average depth of eight feet of water, and has a current of about two miles per hour. This bridge has a swing draw, of same plan proposed at Rouse's Point, having its centre turn-table on the west abutment of the bridge, and leaving but one opening of 48 feet, over the water, for passage of vessels. The committee examined this bridge, in company with the intelligent engineer and superintendent, Mr. Back, and were fully satisfied with the plan and working of the draw. It turns on a centre-table, like usual turn-tables of railroads, and is occasionally used for the same purpose, in turning engines. It has been in use upwards of two years, without accident to the structure, or any repairs.

The committee saw it opened by one man several times, requiring about one minute for opening and same time for closing. In high winds, two men are required to manage the draw. There can be no doubt of the efficacy of such a draw properly constructed.

The railroad draw at Beloeil, is not placed in the deepest channel, and does not give two openings. The strong current at that location is rendered more difficult for downward vessels, by a projecting point

of land on the west shore, about three hundred feet above, which turns the current eastwardly from the draw, so that all vessels using due care must send lines ashore, above the bridge, and tow down. Je wards, as well as upwards. It is said that two or three vessels for want of this precaution, have been carried against the bridge eastward of the draw, with considerable injury to masts and rigging.

But all craft passing between the St. Lawrence river and Rouse's Point must pass this draw, as well as the draw of Jones' bridge, and the draw over the canal and its locks.

The Beloeil draw is an important link in the great railroad now rapidly progressing to completion between Montreal and Portland, called the Atlantic and St. Lawrence railway, extending from the head of ship navigation and foot of ship canals of St. Lawrence river, to an excellent port on our coast, having shortest sailing distance to Europe.

When this railroad shall be in full operation, the freights which now descend the Canada ship canals or the river to Montreal, will not go 45 miles to Sorel, and thence up the Richlieu river and its canal locks and draw bridges to Lake Champlain; but will take railroad to Portland, the St. Lawrence river to the ocean, or the railroad from La Prairie to Rouse's Point; thence by Lake Champlain to the Hudson river markets, and by railroads of the same gage to any other desirable market.

In any reasonable view, this traffic will take other routes than the slow and difficult navigation of the Richlieu river.

The British government have granted the Beloeil draw-bridge to the St. Lawrence and Atlantic railway for potential reasons, and will never withdraw the grant.

The navigation of the Gulf of St. Lawrence is extremely hazardous, from ice, during full one half the year.

The city of Montreal as a corporation has invested a large sum in the railroad, expecting a full winter business from it, besides quicker transit in summer. This railroad is about 270 miles in length, and for a large portion of its route passes through a highly productive region, sensitive to the stimulus of such a facility. It is about one