Page images






Fellow-citizens : Having become a candidate for the honorable office of one of your Representatives in the next General Assembly of this State, in accordance with an established custom and the principles of true Republicanism it becomes my duty to make known to you, the people whom I propose to represent, my sentiments with regard to local affairs.

Time and experience have verified to a demonstration the public utility of internal improvements. That the poorest and most thinly populated countries would be greatly benefited by the opening of good roads, and in the clearing of navigable streams within their limits, is what no person will deny. Yet it is folly to undertake works of this or any other kind without first knowing that we are able to finish them, -as half-finished work generally proves to be labor lost. There cannot justly be any objection to having railroads and canals, any more than to other good things, provided they cost nothing. The only objection is to paying for them; and the objection arises from the want of ability to pay.

With respect to the County of Sangamon, some more easy means of communication than it now possesses, for the purpose

of facilitating the task of exporting the surplus products of its fertile soil, and importing necessary articles from abroad, are indispensably necessary. A meeting has been held of the citizens of Jacksonville and the adjacent country, for the purpose of deliberating and inquiring into the expediency of constructing a railroad from some eligible point on the Illinois River, through the town of Jacksonville, in Morgan County, to the town of Springfield, in Sangamon County. This is, indeed, a very desirable object. No other improvement that reason will justify us in hoping for can equal in utility the railroad. It is a never-failing source of communication between places of business remotely situated from each other. Upon the railroad the regular progress of commercial intercourse is not interrupted by either high or low water, or freezing weather, which are the principal difficulties that render our future hopes of water communication precarious and uncertain.

Yet, however desirable an object the construction of a railroad through our country may be; however high our imaginations may

VOL. I.-1.

be heated at thoughts of it,- there is always a heart-appalling shock accompanying the amount of its cost, which forces us to shrink from our pleasing anticipations. The probable cost of this contemplated railroad is estimated at $290,000; the bare statement of which, in my opinion, is sufficient to justify the belief that the improvement of the Sangamon River is an object much better suited to our infant resources.

Respecting this view, I think I may say, without the fear of being contradicted, that its navigation may be rendered completely practicable as high as the mouth of the South Fork, or probably higher, to vessels of from twenty-five to thirty tons burden, for at least one half of all common years, and to vessels of much greater burden a part of the time. From 'my peculiar circumstances, it is probable that for the last twelve months I have given as particular attention to the stage of the water in this river as any other person in the country. In the month of March, 1831, in company with others, I commenced the building of a flatboat on the Sangamon, and finished and took her out in the course of the spring._Since that time I have been concerned in the mill at New Salem. These circumstances are sufficient evidence that I have not been very inattentive to the stages of the water. The time at which we crossed the mill-dam being in the last days of April, the water was lower than it had been since the breaking of winter in February, or than it was for several weeks after. The principal difficulties we encountered in descending the river were from the drifted timber, which obstructions all know are not difficult to be removed. Knowing almost precisely the height of water at that time, I believe I am safe in saying that it has as often been higher as lower since.

From this view of the subject it appears that my calculations with regard to the navigation of the Sangamon cannot but be founded in reason; but, whatever may be its natural advantages, certain it is that it never can be practically useful to any great extent without being greatly improved by art. The drifted timber, as I have before mentioned, is the most formidable barrier to this object. Of all parts of this river, none will require so much labor in proportion to make it navigable as the last thirty or thirty-five miles; and going with the meanderings of the channel, when we are this distance above its mouth we are only between twelve and eighteen miles above Beardstown in something near a straight direction; and this route is upon such low ground as to retain water in many places during the season, and in all parts such as to draw two thirds or three fourths of the river water at all high stages.

This route is on prairie-land the whole distance, so that it appears to me, by removing the turf a sufficient width, and damming up the old channel, the whole river in a short time would wash its way through, thereby curtailing the distance and increasing the velocity of the current very considerably, while there would be no timber on the banks to obstruct its navigation in future; and being nearly straight, the timber which might float in at the head would be apt to go clear through. There are also many places above this where the river, in its zigzag course, forms such complete peninsulas as

[ocr errors][merged small]
« PreviousContinue »