Daily Richmond times. [volume] (Richmond, Va.) 1849-1850, 1850-12-03


$4,646,l2S upon the operations of the preced-
ing year. The same report shews the value
of commerce upon the New York canals to have
been twelve millions ofdollars more than the total
value of the exports of the United States of their
own growth, produce and manufacture, during
that year; the latter having been 1912, 666, 955.
A similar comparison exhibits like result for sew
eral preceding years. In 1916 the value of pro-
duce brought to the Hudson was sS3l,lO5,256
in lS49 it was $52 ,521, making an increase
after three years, of 1921 27O,265. The produce
brought to New Orleans down the Mississippi riv-
er, in 1916, was worth SS77, 93,464. In 1S49 it
was worth 1881 1888, 692, making an increase, af-
ter three years, of only $4,796,22S, being less
than one-tourth of the increase upon the New
York canals. When we consider the immense
extent of country tributary to the Mississippi and
its far-reaching branches, compared with that
which art has rendered subject to the New York
canals, we can require no more overwhelming
proof the value of this means of transportation
than this fact affords. 1t must be remembered
too that these were the operations of canals which
are closed by ice for an average period OF l43
days per annum--a period exceeding any possible
stoppage of navigation upon our own canal when
completed, even supposing its summit level to be
dried up for three months in the year.
1t is supposed by some that the New York ca
nails are not able to support competition with the
lateral competing railroads thattraverse that state.
But the fact is otherwise: twenty-five out of the
thirty railroads in that state (the reports of the
mainder present no statistics of freight,) shew an
aggregate freight of 53l 1863 tons in l849, or only
aboutone-ffth of the tonnage upon the canals. Yet
these thirty roads exceed the canals in length more
than 300 miles, and cost 46,604,91l; whereas the
canals cost, with the Erie enlargement, but $3.50, :
214l58. Eleven of these roads pay the canal
fund the same rate oftolls as is charged upon SIM
liar freight going over the canals, and have had
since l847, the privilege of carrying freight du-
ring the whole year. This toll is charged for the
reason that these roads the property of private
companies, and take away revenue from the Ca
nal funds, which are state property, proportioned
to the quantity of freight passing over them. 1t
is imposed upon the principle, and as measure,
of taxation; rather for the purpose of preserving
the state revenues intact and uniform than of pro-
tecting her canals from railway competition. The
amount of tons that passed over these roads upon
which these tolls were paid was but 1l4,60O in
l849, which, compared with the 2,894732 tons
that passed over the canals, exhibits but feeble
competition. But more conclusive proof that
New York does not fear to admit these works into
competition with her canals, is the fact, that she
imposes no charge of tolls upon the ierailroad,
which traverses her southern border, and is to tap
the Lake trade at Dunkirk some distance south
of Buffalo. Running parallel to the Erie canal,
and interposing itself between that work and the
great mass of Western trade that supports it, if
ever there was case of real competition between
railroad and canal, this work would present it.
Yet New York, fearless of the result, has given
So 100000 to secure the completion of this pos
sible rival. She has found that her line of cheap
canal transportation has attracted such incessant
floods of commerce from the West as to impose
upon her the necessity of multiplying her means
and modes of conveying it. Hence she is con-
structing railway upon the banks of the Hudson,
to accommodate that trade during the seventy-five
days in the year of ice in that river and hence
also has she built the great Erie railroad to accom-
modate the necessities of her immense Western
trade for the five months during which her canals
are closed.
The average cost per- mile ofthe New York rail-
roads has been $4,000; while that of her canals,
exclusive of the Erie enlargement, has been but
1927 49, or, inclusive of that expenditure, $4S-
500. That ofour own canal to Buchanan, exclu-
sive of lateral works, has been SS36,2l8 per mile.
The cost of all the Massachusetts railroads has
been $s48, 900 per mile and that of the Baltimore
and Ohio railroad, Ss54,2S3 The railroads of
Great Britain have cost $l45,00O; of France
$4,000; of Germany, $50, 900; Belgium, $780,
900 and of other European countries, from $685.
900, to 100000 per mile In general, it may be
said, that wherever railroads have been construc-
ted for the purpose of competing with canals, or
carrying the same species oftrade with them, they
have cost at least as much per mile as those
works. The cost ofcompeting our water line,
therefore, will be less than will be required to con-
struct railroad over the central route, capable of
Transporting its heavy trade. The total cost of
the Massachusetts railroads. at the close of l849
(944 miles in lengthy was S45, l25, 1853 and their
nett income for that year was 2,S50,98l dollars;
being l-3 per cent. upon their cost. The
total cost of the New York canals, (695
miles long,) at the same period had been,
as before stated, 33,214,158 dollars and their
nett income, exclusive of railroad tolls, g.
593445' dollars, or % per cent. upon their cost.
Excluding the cost ofthe Erie enlargement, (Which
is yet unproductiveO the nett income was IA per
cent upon the cost of construction.
The total quantity of Indian corn that entered
the New York canals, at their western termina-
ton, from other states, in lS49, was 1858 ,403
bushels. Of this, CSC, ALB BUSH came from the d.
rection of Canada, and 1902 800 bushels from the
states southwest of Canada. Of this latter amount
2,579 ,535 bush. came from the two canals of Ohio,
which terminate at Toledo and Cleveland. A re-
duction of the tolls upon this article, 1918 per
cent, upon the Erie canal, produced an increase
in the quantity entering that work, at Buffalo
alone, during that season, of 100000 bushels
This fact not only proves the capacity of that lead
ing staple ofthe West to bear canal transportation
for long distances, but, considering that this crop
natures about the time of the closing up of the
Northern canals, demontrates the fact, that our
own water line, if completed, would monopolize
this important trade Therefore reiterate the opn-
ion expressed in my last annual message, that the
completion of our canal would give to Norfolk
the monopoly of that great and increasing staple
of expectation.
During the year 1s49, the quantity of tobacco
which entered the Erie canal at Buffalo was l.
60l, 1850 pounds; that which entered the Pennsyl-
vania canals at Pttsburg, 10, All pounds and
that which entered Baltimore upon the Baltimore
and Ohio railroad, 4,496 'hogsheads. The great
bulk Of this tobacco was raised in lattudes south
of the m outh of the Kanawha, and would have ia
ken the route of our improvement if completed to
Richmond, in preference to those more distant
routes to markets inferior to ours. These move
ments of tobacco exhibit state of things of vital
consequence to the trade of Richmond and Vir-
gnia.