American Republican and Baltimore daily clipper. [volume] (Baltimore, Md.) 1844-1846, 1845-02-15

ilCFC Lildl tic 'iNy
be ample to finish the Canal to the town OF
Cumberland.
The following statement will render 1t more
plain and lntelgible
Hor; done. To be done.
From Cumberland to the up
per end of the tunnel,
distance of 2St miles, 81 ,3s7 900 S'9SUUO
From the upper end of the
tunnel to Dam No. E, dis
lance of 2l5 miles, l,5O5,OOO 724,5OO
Total, 50 miles, s2,892,ooO $l,522,5oo
Additional lock- o.. 500
Work TO be done Sl,5i5G00
Work done, 2,Sg1 eco
Total. S4,437. 600
The committee are now brought to inquire,
whether the Baltimore & Ohio Rail Road be-
tween Dam No. and Cumberland, can be used
successfully as Il feeder for the Chesapeake and
Ohio Canal. In this connection they remark,
that being DESTROYS to obtain all the information
possible, they directed certain heterogeneous to
the principal coal dealers of the county of Al
legany, and their answers have been returned,
and are herewith submitted as an appendix.
The Committee found the minds Of the pco-
pie Of Allegany County concusively made
up; who seem to be unanimous in the opinion,
that the Rail Road cannot be used as u feeder
for the Canal. Many facts and considerations
enter into this opinion, the facts Of which
either in the aggregate or detail, cannot well
be appreciated, except by those acquainted
with the location Of the country. These CON
sderations, however, have reference TO the
character of the two great works, the Rail
Road and Canal, their ability to transport
heavy burthens; the formation of the country
being mountainous, and the outlets for the
coal being by different ravnes to the point Of
their common function at Cumberland, the ma
| ture of the coal trade, and the diversity of in.
terest of the numerous companies and indivi-
duals owning the coal fields, and the impracti-
cability of united action in any scheme for the
transpol tation of coal to market by common
! carrier.
| The Committee feel disposed to allow some
weight TO the objections made, not merely
from the force of the objections themselves,
but from the strong and decisive fact, that al
though this connexion between the Rail Road
and Canal at Dam No. has been formed, and
in operation for more than twelve months, yet
the inducements held out by it have not been
sufficient to invite transportation to market
by that route. BY reference to the last annual
report of the Baltimore and Ohio Rail Road
company, page TO- we find it stated, "that less
than four thousand tons Of COAL and not any
iron has been offered for transportation by the
Rail Road to Dam No G." But upon the
same page we are told contract has been en-
tered into with single company for the trans
portaton annually, for the period of five years,
of fifty thousand tons of iron, coal and fire
brick, from their mines to Baltimore.
What does this provei That the coal dealer
whose capital is limited, is forced from the
market, and company, who from its wealth
has the means to make contract and give Sc
curity for its performance, with the aid Of tho
Rail Road company, can monopoiize the coal
trade. If such contract is profitable TO the
company, no part of that profit will inure to
the State, for the interest upon the States in
vestment in the Rail Road of half million
would be secure with or without this contract.
| But let us suppose the Canal to be completed
to Cumberland, what work would be the car
rier of this large amount of tonnage: Not the
Rail Road, because the route by the Canal to
tide water would be cheaper. The State would
derive from this contract one dollar for each
ton transported to the District-thus she would
secure the sum of fifty thousand dollars.
A msapprehension prevails III the minds Of
many in relation to the practical result Of
completion of the Canal The supposition be-
| ing, that the Canal, flied at Dam No 6 by the
Rail Road, would yield like amount of reve-
nue. to the State, as if the unfinished portion
was completed. They forget the tolls to ac-
crue upon the line between Dam No. 6 and
Cumberland, which would be more than one
fourth ofthe revenue Of the entire work
The distance from Cunbe1la land to tide by the
Canal, is 1874 l-2 miles-the distance from Dam
No. 6 is As l-2 miles; the toll and boat duty on
each ton of coal from Cumberland down, will
be Just one dollar: while the toll and boat duty
per ton from Dam No. 6, will be seventy three
cents. The transportation, therefore, by Ca
nal from Cumberland, instead OF from Dam No.
6, will yield an enhanced revenue OF little
more than fourth. -Four hundred and twen-
ty thousand tons of coal from Cumberland to
tide would yield Just S42O, O00-the amount of
interest upon the investment by the State in
the Canal; but ofthis revenue the sum of $lO7,-
865 would be yielded by the tolls ON the unfin-
ished portion of the Canal from Dam No to
Cumberland But with the Rail Road as
feeder from that point, it would require trans
portaton of $50, $50 tons to produce the same
revenue to the State. which 100000 tons from
! Cumberland by the Canal would yield.
The question is not, therefore, whether the
Railroad must carry the same amount of ton
mage at the same rate of charge as by the Canal
but it must carry upwards of one fourth more
than the Canal would be required to transport,
to produce the same amount of revenue to the
State. Another view, however, presents itself
that when the whole amount of tonnage
from Cumberland shall amount to 445 900
tons, the tolls upon the now unfinished portion
from Dam No. to Cumberland, will be more
than sufficient to pay the interest upon the sum
necessary to complete the Canal
The committee having given the House a
statement of such facts as came under their OBJ
servaton, respectfully submit the same for their
consideration.
w. B. CLARKE.
WILLIAM ]. POLK.
VIM. FRAZIER,
Z. w. POTTER,
NJ ROGERS.
Charles Harris and Geo. w. Spencer, men,