History of Steam on the Erie Canal | Page 7

THAN HORSES.
It has been clearly shown that STEAM in 1872 is less economical than
in 1858 to 1860, and still less so than in 1861 and 1862.
But STEAM, in its former history, failed to compete with HORSES;
and as, in its recent history, it has failed to be as economical as in its
former, because of less economical policies of introduction (machinery
being substantially the same), it follows that its failure to compete with
horses must be still more marked, still more disappointing to the hopes
entertained by the Legislative Department of the State, that independent
financial encouragement could possibly foster and develop steam
successfully, than it was in its former most significant failures.
But steam in 1872--independent of its failure as compared to itself in
1858--is shown to be less economical than horses by direct comparison
of steamers and horse-boats.
As steamers have run under a prospective bounty of one hundred
thousand dollars for a success, they have been first-class in all their
appointments, and have been, as in the language of one of their
engineers, "rushed through," it is strictly proper to compare them with a
well-known duty of first-class horse-boats, under the ordinary business
enterprise of their captains.
Thus, the first-class modern horse-boat can carry a cargo of 8,800
bushels, or 244 tons of corn, and make seven round trips between New
York and Buffalo per season, averaging a round trip per month for the
season of navigation.
The most systematic and business-like trials that have made speed an
element of competitive economy, are the Port Byron, Baxter and
Newman.
The short lives of the Viele and the Fall Brook in canal service, render
it unnecessary to give details of the Byron.

The Baxter left New York late in August or early in September, in new
and perfect equipment, in a supposed race for a hundred thousand
dollars, and through September, October and to the 19th of November
was in the trade, and was in a contest for superiority or supremacy.
During this time she delivered at New York two freights, and at
Waterford one freight, being the equivalent of three freights of 7,200
bushels each, or a total of 21,600 bushels of corn; with runs equivalent
to two and two-thirds round trips.
But she had priority at locks and right of way at all times, so that the
horse-boat, at the sound of her steam whistle, when fifty feet behind,
must stop and lay over to the tow-path and let her pass. Under these
privileges and benefits she was enabled to make her first time between
Buffalo and West Troy, as advertised, in a few hours over (7) seven
days; her second, required still longer time; her third, being when the
horse-disease had nearly "tied up" all other boats, so that she had a
river-like freedom, she required about (6) six days, thus averaging
about (7) seven days from the Lakes to the Hudson.
Give any first-class horse-boat captain a supposed or possible bounty
of a hundred thousand dollars, with priority at locks and right of way,
and he would in the same time have delivered three times 8,800, or a
total of 26,400 bushels of corn from the Lakes to the Baxter's
destinations; or 4,800 bushels of corn in excess of the Baxter's
capabilities; and have delivered at Buffalo the same up-freights, with
ease.
But the profits of this excess pays a profit over the entire cost of
horse-movement, leaving the Baxter in debt for her entire cost of
movement, for her entire time, and an excess in addition.
Again, suppose Baxter's were multiplied and reduced to horse-boat
regulations, then she would have to make eleven trips to deliver at
tidewater the freight of nine horse-trips--as 11 × 7,200 = 9 × 8,800.
This she cannot do in the same time, nor can she do it at the same
expense. Her necessity for the two extra trips would destroy her
economy and practicability, or her competitive abilities as against
horses.

Hence she is obviously and largely deficient in economy as compared
to first-class horse-boat.
The Wm. Newman run 5,000 miles from May 17th to November 7th,
carrying in the aggregate 2,330 tons of freight. Her time is 5-2/3
months; her mileage is five round trips from Buffalo to and from New
York, by the canal 1,000 miles round, each; her freightage is (5 × 210
or) 1,050 tons down and (5 × 120 or) about 600 tons up, total 1,650
tons This amount carried indicates a towage of two boats down with
full freight, and up, through the canal, with half freight; all of which
make her aggregate tonnage.
If we allow one and two-thirds months for her towing trip, and leave
four months for her four round trips, or a run of 4,000 miles,