The republic., 1851-03-20
Crsss-s.e :. - o1s.s.psah. - : ohss C.n.I.

posed 70 be derived by the cities OF the District Of
Columbia from the Chesapeake and Ohio canal, a
proposition 10 extend the canal 10 Baltimore has
: recently been discussed in that city, and rcsolu
tions were adopted by its corporate authorities
making inquiry into the feasibility and probable
results Of such an Undertaking. We find the fol-
lowing account of tho matter in the Baltimore Snn
from whichit win be that the plan does not
receive much favor, and thai. even if It were
ried into execution, the cities Of this District, it is
thought, would always enjoy an advantage
tho city Of Baltimore in the trade which might pass
THsCRoss. Cur CANAL.--Es of President Stpan
10 ~ Guy CounciI-A series of resolutions were
adopted by tho city council relative 70 crosscut
fsrred 70 select COMMITTEES, of which Hugh Boil
ton, esq, was chairman, and directed respectfully
- solicit from the President Of tho Baltimore and
nation that may BE- in his possession, together with
any suggestions touching the Aforesaid queries
which he may be pleased 70 mako. MIR. Swami, the
reply to the &c council. Covering % sightesn printed
octave pages. and embracing great variety OF
important statistical information. He commences
iar as The Baltimore and Ohio Railroad Company
are concerned, eithor from the canal at present
located, with Alexandria as it's terminus, or the
extension Of that work 10 the city Of Baltimore by
means Of the cross-cut or Maryland canal, as con-
templated in the resolutions OF the committee.
Mr. Swann considers the policy OF the State in
summing the burden Of fconstructing the Chesapeake
and Ohio canal, with its terminus beyond the linn
its OF our State, az having been great error; and
with regard TO the construction of cr0sscut canal
from Baltimore TO Georgetown, which is conceded
to bc the only practical route, he says:
al regret TO ray that can zee no ground upon
which % recommend the expedicncy Of such inca
sure. either nos0 o. et any future tims; and that am
always enjoy an advantage in thetrade, which may
be induced to pass the line of the Chesapeake
and Ohio canal, over the city Of Baltimore, scith
LII Sk< H.
cross-cut canal. Such concusion, am aware, is
!. any thing but complimentary TO the policy which
induced the State Of Maryland TO embark 90 large
IN amount in this enterprise; but feel that we
have NO longer any right TO conceal truth sohich
- query day becoming more and more apparent.
"TheG Georgetown route is estimated by Mr. Trim
BILE 1t 900, and 10 AL miles in lengh-equi
valsnt to about $80,000 per mile. The toll and
transportation upon this canal are assumed by Mr..
Trimbe At half cent each for coal, being forty
four and three quarter cents per ton, or one cent
per ton per mile"
3 The letter Of MIR. Swan proceeds to give statis-
tics and comparisons to show the impracticability
of cross cut canal competing with either the Bal
tmore and Ohio railroad or the Washington
branch railroad in bringing coal to Baltimore, and
adds:
shave thus cndeavorcd to show by the foregoing
"l. That the cross-cut or Maryland canal will
involve cost of $50 00U. That II will require
transit OF 2.S24,26S tons Of coal. at charge Of
208 1000 por ton per mile, Sc 100 cents for the
whole distance Of torty-six miles, to pay six per
cent. upon the capital involved in its construc-
a.. That coal can be transported from the point
Of intersection Of the canal and railroad at the
Point OF Rocks, over the Baltimore and Ohio rail-
road, to Baltimore, at cost not exceeding 93i
cents without change in the existing rates on said
railroad; while the charge, by the Chesapeake and
Ohio canal, to Georgetown, and BY cross.cut canal
from thence to Baltimore, at the rate Of one cent
per ton per mile, would be 81 cents.
"s. That coal can be transported from George
town TO Baltimore, by the Washington branch of
the Baltimore and Ohio railroad. at cost not cx-
ceeding one and one sirh Of q cent per ton, for
trade Of 500 900 tons, compared with one cent per
ton per milo the cut canal, with trade of
l,350 900, and that with equal trade of 900 900
tons, the difference would be in favor of the rail-
road by eleven cents per ton, and consequently that
the construction of the cross cut or Maryland canal
contemplated in your third resolution, would be
inexpedient and useless, in every view in which it
could be presented to the consideration Of the tax
payers ofthc city of Baltimore.
"II. Ito what extent the coal trade introduced
added to the business and wealth of the city ofBal
timorc, is prospective increase, and the compara-
tive rates OF toll ON railroads and canals
answer must necos.ariiy be varue. Il Is dificult
to say with any thing like certainty to what extent
the coal trade has added to the wealth of the city
since j.. aeu of the % Balimorc nnd Ohio Rail-
road TO tidcwator; and that, during the year 1850
il had reached l23O00 tons, delivered at Locust
Point, bcsides about 25 900 tons which stopped short
Of that point We know further that property in
the vicinity OF the company's wharvcs at Locust
Point has greatly enhanced III value, and that eve
~ day is adding 70 It's Importance BY the facilities
which could not be so advantageously accomIn0da-
ted elsewhere. The rapid improvement going on at
Locust Point furnishes abundant evidence of the
effect of the road, and the coal trade TO which its
transportation ID exclusively confined by an ordi-
nance of the CITY In the last annual report of the
Baltimore and Ohio Railroad Company it was sta
ted that 697 vessels had arrived at the company's
wbarvcs during the year, and the number Of houses
constructed within the Same period has given an
impetus to this now settlement which cannot fail to
exercise most salutary influence upon the gene
raj prosperity Of the city.
s'ln regard to the increase Of the coal transpora
tion would remark, that the subject is one which
has engaged the attention of this company; and
that, during the progress of the work to the Ohio
river, am increased supply Of coal may be expected
; to paes over the road.
ssTo what extent this transportation will be aug
mcnted, must depend upon the market in New
York and the eastern cities, and the facility with
which the Cumberland coal may be brought into
competition with the Pictou and other Goals
sold in those markets
ssIn the quality Of the article, it is believed that
no coal which has yet been discovered in this coun
try compares with that of the Allegheny region,
for the various purposes to which steam is applied,
and, with some reduction in price, II 10 likely to
become not lees popular domestic fuel''
MIR. Swami seems to doubt the truth Of the state
mcnt put forth that the Canal Company has entered
into contract, at the rate Of onc-th of cent per
ton per mile, for the immediate transportation of
100000 tons per annum to be delivered at Alexan-
dria, and must DO taken, he prcsumcs, with some
degree of allowance Capitalists, no thinks, could
hardly be found 70 embark in such an experiment.
without better encouragement than 10 now held out
for immediate consumption, even at the low rate
proposed by the canal. The railroad has been
since l843 building up market for less than 900
tons and that il il evident that effort 10 throw
largo nm amount into market, in adUonce Of con-
sumption, if 1t were practicable at the low rate
suned by the canal, would be attended with ruin
ous results. q l,f@
q Ono of the resolutions contains an inquiry into
the cxpediency Of appropriating the dividend stock
owned by the city, for the purpose Of assisting in
the construction of a cross-cut canal, while the
president replies ut considerable length, concluding
as follows: lA-t lEnt ~ lfi ii