Civilian & telegraph. [volume] (Cumberland, Md.) 1859-1875, 1860-08-16

the demand oil market, tnat mas 10 DC maze
by active competition with other coal regions,
is not likely to be an injurious competitor,
with company like the Baltimore and Ohio
Railroad Company, in the height of prospect
ty. making large profits and declaring regu-
lar dividends But we do not rest on the
probabilities Of the case the facts show that
there is no such competition, and that there
can he mono.
The history of the coal trade, shows that
the Railroad has always had the largest and
only profitable share of its transportation. -
During the year 1859 the Railroad carried
1926 900 tons to market, and the canal 207,-
900. During the first half of the present year
the Railroad has carried 220 900 and the
canal 92 900, showing that the advantage is
decidedly with the Railroad, and against the
canal
1t is alleged however that the canal has
great advantage in the low price at which it
can deliver coal in the Eastern market. But
this is not the fact. The cost of transporta-
ton on the canal is as follows:
by CANAL.
Freight from Cumberland to Alex SlOS
Wharfage and dumpage at Cumb. 0s
Ches. & Ohio Canal Tolls 46
Boat tolls average OF
Alex. Canal Tolls OF!
Average cost of transshipment at Alex. Is
Wharfage at Alexandria 06
Superintendent and Commissions at
Alexandria Of
$2,094
BY RAILROAD.
Freight from Cumb. to Locust pit. 225
ID, l,.. n..
Average cost of t-ansshipment 0S
Superintendent and Commissions GG
2,45
making a difference in favor OF the canal of
tIiirty-four aud a half cents.
But it must be remembered that the coal is
not at market when it reaches Baltimore and
Alexandria, aud the cost of transportation
from those points to Philadelphia and New
York or Boston. have to be added before we
have the cost of delivery as follows:
TO cost of delivery at Alexandria s2,091
Add transportation to Philadelphia 90
3,O43
And to cost of del livery at Bait. $2,45
Add cost OF transportation to Phil. 80
3,25
and it leaves only 1871 cents difference
The difference between Baltimore and Al
exandria in sending TO N. York is about the
same. 1t must be remembered too that the
Railroad Co., is responsible for all losses
when the coal is sent by that ronte, and the
loss falls on the shipper when it goes by canal,
and that the coal sent by Railroad is less liza
BILE to injury, and reaches the market ia bet
ter condition by Railroad than by canal, these
advantages are fully equal to the 1871 cents
difference in the cost oi transportation.
But assuming that the present rates of tolls
on the canal and the restoration of confidence
in it among shippers and consumers Of coal,
should at some future day make it the pre-
ferable channel CT transportation, there are
many reasons why the State Of Maryland
should prefer reduction OF tolls on the Rail
Road, rather than an increase on the canal.
A committee on the part Of the City of Bal
tmore after careful examination OF the sub
ject last year, reported that tho cost to the
Railroad Co., of carrying coal from Cumber-
land to Baltimore, did not exceed 81 24-100
per ton, leaving nett profit of 81 0l-000
per ton to the Railroad Co., and the Railroad
Co., must therefore have derived Il nett rcye
nue. from this branch of its trade alone of
1926 900 while the whole revenue Of the Ca
nal Co., amounted only to the sum of $685.
32S.43.
The State of Maryland has many other in
terests, which it is the duty o! the Commits
sioners of Public Works to regard, in estab-
fishing the rate Of tolls on the pubic works,
Us required by the constitution. The agri-
cultural interest is mentioned, by way of ex-
ample, but the Commissioners in acting for
the State, should have respect to all its inter-
ests
The increased value of the real estate, aud
other property, along the line of the canal and
its terminus in Allegany county, resulting
from the construction of that work, and the
prospect Of its SUCCESS in carrying coal to the
Eastern market, would, il it could be fairly
estimated, amount to more than the whole
investment which the State has made in it,
and there are now in Allegany county alone,
about 10000 persons who are Immediately
connected with the coal trade, and entirely
dependent upon it fer their subsistence.
In addition TO these there are about 1900
boatmen owning boats and other pr lperty to
the value of about S450, 900, all of whom are
depending on the canal for a support for
themselves and their families
The coal trade on the canal during the last
year, amounted to nearly 100000 tons, re-
quiring an expenditure of $750,000; which
at an average of 81 per day represents $780,
900 days work in THE trade upon the canal
On the other hand the Railroad carried 1885,
900 tons to market
But when we take into consideration the
low cost at which it can transport coal the
fact that all its machine and workshops ex-
ccpt those at Baltimore have been placed in
the State of Virginia, and that for more than
half its length it passes through that State, it
will be evident that the citizens of Maryland
especially the Western part of il, derive COM
paratively little advantages from the trade.
1t cannot be denied that the wealth and
prosperity Of State derived from its active
industrious and energetic population, and it
is the interest as well as the duty of the State
by all legitimate means to lostcr every i'm
provcment which tends to increase the num-
her of its industrious and law abiding citi-
Zens.
In this respect then the State has a much
larger interest in careing for the canal than
the railroad. 1t ought to be remembered too
that this expenditure of money goes directly
to the labnring and agricultural portion OF our
population, and not to stock jobbers and spec
uators.
The Railroad Company also, discriminates
against the Canal, and against other roads in
Maryland, for the purpose of forcing the coal
trade to Piedmont in Virginia, and upon its
own road. by refusing to carry coal for some
of the largest companies, unless they would
send their coal BY the longest route through
$50 Ccal Racisx