Loudon free press. (Loudon, Tenn.) 1852-1855, 1853-08-26
THE SEAPORTS OF THE OHIO VALLEY.
The seaports of the Ohio VALLEY where are

CINCINNATI, like Paris, must have its Havre--
where is it to be? The first seaport of Cincin
natl was New Orleans, which, at the distance Of
fifteen hundred miles, was the outlet of its great
river. On this, voyages of six months were
made by the ungainly arks which slowly float
ed along, or keelboats, poled by the arms Of
men. Then came steam, and package oi
goods was transported to New Orleans in ten
days. This produced great revolution in the
cost of transportation. BY the Introduction Of
steam, freights to New Orleans were reduced to
onetenth.
Then came the Ohio Canals and the Lake
steamers, and the Pennsylvania Canals; and
then New York and Philadelphia shared with
New Orleans the outward trade of Ohio. The
result has been that New York and Philadelphia
have increased the rapid rate of thier growth,
while New Orleans has almost stood STILL
But now there has come another revolution
a revolution which neutralizes the power ofsteam-
boats, as the sole means of outward tranSporta-
tion, and makes it doubtful where the great sea-
port of the interior will be. The citizens of
New Orleans is willing to believe that the Mis-
sisSippi river has secured the commerce of its
valley to her. The citizens of New York think
it entirely impossible that anything should
diminish the magnitude or 'splendor of her for
eign commerce. But the world exhibits the ru-
ins of cities far greater and more opulent than
New Orleans or New York, which have been
Frustrated by changes of commerce far less sig
niGcant than that now going on.
Railroads may, in one sense, cost more for
transportation than rivers or canals; but, in an
other view they are much cheaper. They re-
duce both distance and tine in so great ratio,
that they must eventually be the cheapest for
great distances For on long lines the reduc-
ton of several days in time is such gain in
the command of the market, in the reduction
of interest, and in wear and tear, that ultimate
ly the railroads will have greatly the advantage
over all other means of conveyance. The COM
petition going on between the Hudson River
Railroad and the steamboats,, demonstrates two
things: lst. That passengers can be carried for
one cent Per mile; and I'd. That the railroad is
the preferred conveyance for passengers. tbs
being demonstrated for passengers, that for
freight will not be long after it. Notwithstanding
very satisfactory proofs Ito those who are not
far-sighted) are given that the New York Erie
Canal requires enlarging, and its business will
increase, nothing is more certain than that rela-
lively its business is decreasing. The freight
inward to New York, of flour, cheese, butter
and several other articles, has diminished; while
the freight of all kinds from the Northwest has
relatively-that is, in relation to the
production and consumption. Now this dimi-
mutton of its business must go on, and go on in
a much greater ratio. For the competition is
not with the Erie Railroad merely, nor with the
Canal, but with every railroad made from the
West to the Atlantic seabord. At this time the
greatest competitor with the Erie Canal is the
Pennsylvania Central railroad, and soon that
ompetitiOn-when it reaches Cincinnati-will
be the most effective is that of carrying off pro
duce in winter, when canals and rivers at the
North are frozen.
The commercial revolution produced by rail-
roads will soon be complete What effect will
this have on the relative position and power of
the Atlantic cities? Where will be the seaports
of the Ohio Valley? In the reason of prefer
ence for one city as market over others, there
are various elements. The chief ones are these:
|. The capital to buy with; 2. A higher price; 8.
A better means of transportation. These are
the great elements of commercial preference
But we shall confne ourselves here to the last.
New York, Boston, Philadelphia and New Or
leans have all capital enough to buy with, and
offer equally good prices under the same circum-
stances. Baltimore, Charleston, Norfolk, Pen
sacola, and other places, will soon command
capital, if there are inducements for its location
in them. The question of market for the pro-
duce of the interior is more affected now by
the cost Of transportation, than by any one cir
Let us consider for moment, how
this cost of transportation is to be Influenced
by railroads, relatively to the outward ports.-
There are three great elements which affect the
cheapness of transportation by rail, from point
70 point. These are the solidity of structure,
he directness ofthe line, and the height of grade.
Let us consider these elements in relation to
he ports of New York, Philadelphia, Balsi-
more and Charleston-Pensacola and New Or
cans. Of these ports, New York, at present,
bears away by far the largest part of the out
ward commerce; while Charleston and Pensaco- /
a have scarcely any. Philadelphia maintains
her interior trade, but has comparatively
small portion of the foreign commerce. We
know not how far their commercial positions
nay be changed by the influence of railroads. |
It is certain that the ports south of New York
lave everything to gain, and nothing to lose, by
he competition. We shall consider, for mo.
nent, the railroad elements in relation to them.
l. Of solidity of structure little need be said;
or 1T may be assumed that in such competi-
lon as we speak of the power of capital will
De e1erted to the utmost, in making each COM
peting line as solid and durable as possible. It
IS, however, of the greatest moment that a rail. |