The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1852-11-13

TRADE. uP
1870. Buffalo. 1b6 Oswego............224 Sl
1901. do .15O42 do ............. .56 S7I
Some allowance must be made on the mart If os WACO
for the increased Canadisn trade Lake Ontario but
the progress of the tolls and traffic tho Weand canal
whilo the trade Of the St Lsvreace canals ID
tionary, proves incontestsby that the Wesnd canal
route the favore one for the American transit trade
There h therefore every reason to believe that If
boat navigation not hundred and ffty. four miles
only but two hundred and ninety miles with bat
one transhpment snd without lengthening the whole
tme OF transit its will be decided as that Of
the Welland. Even with equal conditions equal cine OF
transit and equal cost OF carriage there is certainty
where the boat canal navigation is reduced mini
mum and with such al immense trade aGoat auy
route which could offer equal facilities only, would
doubtedy fair share of the present and future
in the the present canal it could not
fail to receive the preference for the carriage food
and manufactures between New England snd the West
and for the transport OF emigrants
The ogdsnsbuIg road has carried between the opeu-
Ing Of navigation and Gath July, 1852 the following,
among other articles, from the river St. Lawrence
Tlpur 5i0slz bcls
neat ZlOl0 bus
This road carries flour from Osd.nsburg to Ne York
fer Is per bb and from Ha milton low 2s 3D. The
whole cost OF barrel of flour from Lake Erie to New
York by this route h about 3s 3D. low any other
competing route. The portion of this price which is
signed to the road fraction under 1od per Darrell the
price from Rouses Point to New York being 3D. and
from Whitehall Cd per BARREL The present cost there
fore from ogdensbug to whitehall is Is Sd per barrel
and this the msrgn which exists for payment OF ex
Whitehall Now, 3D. per barrel would be smp.e addition
o. freight to cargo from Lake Erie Ontario,
tinue on through ship canal to Whitehall. To
pete the railroad must the present price
oils Cd to Cd Sd of which at least be given to the
carrier on Lake Champlan leaving only Cd to the road
to cover transport storage, loading and unloading
The avoidance OF the two by the railroad
route would for the insurance down the St
Lawrence; and with respect to time-if the rapids be.
ceme the route for freight they for mails and
cargo could be delivered sooner by the pro-
pof.d canal than with the loading aud unloading it
1t could be by rail "
The competition of the fra for the "down trade il
not. therefore, to be feared.
With respect to the cspabity of this route as com.
petor with the Erie Canal decidedly tbs best existing
route between the Hudson and the Wetit appears
the official report Of the New York canals that the ave-
tonnage Of boat between Buffalo and Albany in
1851 was seventy eight tons the cc required averaged
eight and half days and the cost Of transport including
tell averaged forty nine cents Of which twenty three
ard half cents is tou-leavDg twenty five and half
cents or Is s14d. for freight Tho lowest eiShs
in August, when it only Is o6d and the highest
was in November when it reached Is. 10d per barrel
Starting from Cleveland, there ia freight Buffalo
tsnsbpment at Buaoforty nine cents for carriage to
Albany and freight from Albany to New York The ave-
rage cost from Cleveland to New York. barrel Of -four
could not be paced' under 3s which could therefore,
be the average price charged via the proposed canal It
has been already that Cd is the cost Of barrel from
Whitehall to New there remains therefore 2 Sd
to cover freight and tolls from Cleveland to whitehall
II the tolls the New York canals abo he'd Alto
gether the average freight from Cleveland New York
would be thirty six and half cents and from Whitehall
to New York eleven and half which would leave to the
carrier twenty five cents, L. Sd currency from Ceve
OF Sd paying the present rate OF toll the elland
and st Lawrence canals
With return cargo net freight Of Is Sd per barrel
would be remunerative price,
In point Of time freight steamer from Cleveland de-
scending the rapids to Lake St Louis would deliver her
cargo In four and half days at whitehall from whence
1t wsuid reach Albany in end half days more;
ing SIX days time against nine days by Buffalo aud Erie
canal
Thu. far the question has been viewed without refer
ence to the probable enlargement; Of the cans. from
Whitehall 10 Troy.
The certainty that this enlargement must follow the
appearance Of brigantDes and 500 steamers the
foot of Lake Chamflain coming from Lakes Michigan
Huron Erie and Superior forms Of the In
ducements TO the construction Of this canal Ths ndu-
Of the city of New York would at once eeo this
init Of through transport" without tranhipmsnt, BE-
tween the great commercial emporium of America and
the lakes, such route canno. fail take the
lead of all existing or passable communications during
tine season OF navigation inland
The cost of anal Of suitable dime nsions connect
the waters Of the St. Lawrence and Lake Champlin is
estimated at four hundred and sixty thousand pounds
an dture, which 1t is confidently believed, would
be amply compensated for by the certainty Of large in
OF revenue which would result it; well d
rcy as by its tendency to bring into full play all the
other existing canals the St. Lawrence, at pre-
comparatively but little used
As much has been said and written about railway com.
petition deserves some notice At Cape Vincent and
Ogdensburg two railroads have already appeared, to
divert trade from tbs ST. Lawrence canals ana others
Will undoubtedly follow 1t has been proved that rail-
ways carry certain articles at rates which wholly
tmuperative and at which they lose money with the
object ofbuldipg up their terminal points obtaining
return trade and the increased passen ger travel
large from these last they hope their
dividends.
The actual cost of railway tranport is undetermined
varying as 1t must with the nature Of the road its
traic. Compare with such pavigatons as the st Law
renee the charge for railroad transport lorg dis
tsnces must always be higher tn yield predt than
by water but where the water route avoids transhp
mtb and its necessary delays the railroad Is at still
greater disadvantage.
Moreover, the want Of comparative capacity for
trade OF the magnitude and rapid progress of the
under consideration, must remove all anxiety for our
canals. on the question Of railway competition.
Stock Exchange.
fs000 6s, G...... lisX 80 shs Cumbd CoalC 63k
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