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 5⅔ 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, delivering in New York (4 × 210 or) 840 tons, and in Buffalo (4 × 120 or) 480 tons, total 1,320 tons, it may be supposed nearly correct in the absence of details.

A horse-boat, in same time and circumstances, would have made the 4,000 miles and have delivered in New York (4 × 244 or) 976 tons, and at Buffalo (4 × 120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons, equivalent to 4,850 bushels of corn. To make this wantage of freight good, requires nearly two-thirds of a full cargo, or of a full round trip. Hence, she is obviously and largely deficient in economy, as compared to a first-class horse-boat.

Therefore steam in 1872 is less economical than horses.

Horse-Boat Times.

Under another view of the case we have the following relations of horses and steam to show that steam in 1872 is less economical than horses.

The captain of the Vosburg states that he left West Troy in Oct., carrying over 100 tons of freight, after the Baxter had left there for Buffalo, and with two mule teams, alternating one with the other every six hours, he arrived at Buffalo in advance of the Baxter; through time less than the Baxter's shortest time. "Net time" not stated.

Publishing net time of steamers instead of total or through time, is deceptive, and creates a false impression with the community. Had not the through time of steamers this season been suppressed, the governor of the State would not have imagined five-day trips from Buffalo to New York, as per his message, and our city editors would not have ventilated such visionary pretensions. There are a multitude of horse-boat captains that can reduce their net canal time of movement below the Baxter's, which has been so extensively commented upon; but their so doing would not expedite the transfer of grain from the lakes to tide-water.

A certain horse-boat, in a former season, made two round trips from Buffalo to and from New York in twenty days each, and on each trip lay three days in New York. This made her through time average between the cities 8½ days each way. Her captain once towed in the "Line" and was only nine days twenty hours from Buffalo to New York. This season a horse-boat made the round trip from New York to and from Buffalo in twenty-one days.

These round trips have probably never been exceeded by steam.

In the former era the prism of the canal seemed imbedded with innumerable old and broken tow-lines, which the propeller, by its high velocity, sucked up, and was thereby "fouled;" and now the sea-grass is a hidden enemy that entwines itself around the propeller to foul it.

When the waters are low, forcing the engines of screw propellers lets the stern of the boat "squat" or hug the bottom, and although these are minor features of want of mechanical adaptation to canal duty, they illustrate petty detentions serving to lengthen the through times of steam.

Hence, if we intermix the slow steamers with the fast ones, as we do the slow with the fast horse-boats, for a general average, it is quite probable that horse-times are fully equal to those of steam, and that the excess of horse-cargoes makes a large and handsome advantage in their favor.

Therefore, under this general average, steam in 1872 is less economical than horses.

Conditional Explanations.

Because steam has been encouraged by the Legislature, heralded by the press, and favorably reported by the Executive officers of the State as a standard of advancement most desirable to attain, a supposition very generally prevails outside of canal men that it will succeed.

As early as 1845, before the enlargements, three steamers were built and tried, and one, the Pioneer, ran from New York to Oswego in five days, total time, 362 miles; and then "supposition very generally prevailed that steam would succeed." But light freights would not pay then as against full horse-freights; neither would they pay from 1858 to 1862; neither have they paid in 1872, as against horses.

A large part of the boats own and carry their horses, two teams (four