New Orleans Republican. [volume] (New Orleans, La) 1867-1878, 1871-09-01

WESTERN PRoDUCE.-The diversion of the
transit trade in Western breadstutfs and
provisions from the river route to the inte-
rior transportation lines from the West'to
the Atlantic States is nearly complete.
Formerly the bulk of the Western surplus
was forwarded to the North and to foreign
ports via New Orleans. There was little
or no question then about detention at the
bar. or heating on the voyage through the
gulf The vessels that carried grain were
rarely DELAYED at the former, or If detained
by mud humps or the obstruction of some
heavy ship in the channel, it was only for
few hours: and the 9atter was guarded
against by the purchasing brokers exanin-
ing every sack on the levee, and rejecting
all that were not as thoroughly dried by
time and climatic influence as if it had
passed through MasOn's drying machine.
OF course, in the millions of bushels
then shipped from New Orleans,
mistakes would occasionally occur,
and the grain be delivered in bad
condition, but these were exceptions to the
general fact that the wheat and corn suffered
no injury from the Southern voyage. Our ex-
ports of fierce beef, boxed dry sailed meat
and lard were also heavy and satisfactory
to all parties concerned. The sudden dis
covery of our young Western friends that
grain can be shipped safely through this
port has provoked many a hearty laugh
leyee with such jubilant steps. This is all
changed. Even before a large portion of
this trade had been captured by the enter
prise and capital of New York and Chicago,
the war interrupted the southwark move
ment, and compelled railroad superintend-
ents and the owners of lake vessels TO pro-
vide additional means to transport the in
creased volume offreight offering. New rail
roads were laid with marvellous celeritT;
nOmnprltlGn reHnpnn N ha li11ir.
point of the cost of transportation
ard wear and tear. Thus the rail-
way route was enabled to compete
with the river, even without considering the
change Of insurance by the latter. The st.
Louis press has repeatedly demonstrated
that the river route is the cheaper and the
better. and yet its commission merchants
and others persistently ship by the rail.
We must confess we see no prospect of any
change IN this matter, except by cheapening
river freights and lessening river risks. 1t
was supposed that the barges would effect
this, bat their rates show that they have
not aspired to a reduction of more than ten
per cent, when the public expected cut of
one-half. The consequence is that whatever
increase there may be in the receipts of any
article of Western produce, it is for the sup
ply of Southern consumption, and the de-
mand for even this has been greatly di1nin-
lshed by direct shipments to plantation dis
trlcts from st. Louis, Louisville and Gin
cinnari. Latterly produce has been extern
slvely transported to this city from St.
Louis via the Iron Mountain, Mobile and
Ohio, and Mobile, New Orleans and
Texas railroads, at steamboat rates,
with the advantage of saving tho
river insurance premium. The barge line
can hardly expect to recover any portion of
this trade by the trifing discount of ten per
cent from coat rates The natural course
OF TINS overland movement would be by the
iron Mountain, Mobile and Ohio, Missis-
sippI central and jackson railroads, which
would effect material economy of distance
and OF expense. But the local rates CHARGED
on d gap IN TINS route effectually prevent
Its use, and the Iron Mountain cars. ferried
over the mississippi, are rolled by the Mo-
PIE engine INTO spacious and commodious
depot IN the centre of Western business on
ohe leVee, where they deliver their freight
t lnuer cover, IN good ORDER and without
oethS subjected to contravention annoy
ances unuer the wharf regulations This is,
perhaps, the most striking instance of suc-
cess1uI railroad enterprise as regards the
desperation OF produce. But it may well
excite surprise that the jackson railroad
uoEs not or can not adopt such measures as
VIII result IN the freight taking the direct
route over its line, instead of the round
ABOUT course via Mobile. 1t suggests, also.
eNAAA AhVAO iuIporbdub CONSIDERATION that
II the cars can be ferried over, thew can be
1erred down the river at less than the
actual cost of railway transportation. At
least from certain point, below the oh
struchons OF ice, or any dangerous sand
bars, we have little doubt that at no distant
day iron bsrges, specially constructed for
the service towed by powerful tugs, will
meet this emergency, and that eveTy rail
road that touches the Mississippi viii be a
feeder to the river route
FLoUR;mIhe year commenced with "A
stocK o OF aV,2oO b6ls, against 10000 in 1869. 4
1000 in 1868, and 35 900 i'm 1867. indicating
that the pressure of the demand or the suse
Ply mad been more urgent than usual, wied,
less than q fortnight's consumpti npd
rrlces, however, ruled lower than in la
ssqpertne being quoted at SIS IS, agaad
e .sS o double extra at S. S0a6. agaor
$e s soSe 90, and the higher grad zig
90 70 0e, against Sc 5009 Is. The re mat
IN September being heavy, and meet If 8,
actlve demand for Cuba, the calm mo
prevailed in August was followed fri