The Daily state journal. [volume] (Alexandria, Va.) 1868-1874, 1873-01-22


Delaware and Jersey canals, to New York,
without break of bulk.
TRANSPORTATION ON IT WILL BE
CHEAPER THAN BY OTHER ROUTES.
As to the cost of transportation on this
line, it is confidently claimed that it will be
cheaper than on any other. 1t is demon
strated by the rer orts of the United States
engineers who lave surveyed this work
that freights will be carried from st. Louis
to Hampton Roads at two and quarter
mills per ton per mile, or $3.50 per ton OF
ten and half cents on wheat per bushel for
the whole distance of | 1915 miles. These
rates would give thirteen cents for the
charge on wheat, continued by way of the
Delaware and Jersey canals, to New York
from st. Louis. This is almost half
cheaper than the minimum cost Of freight
from Chicago to New York, which may be
stated at twenty-five cents on wheat.
RAILROADS AND CANALS CAN NEITHER
sUPERSEDE THE OTHER.
For period in the history of transport
tation railroads were thought to have SUI
perseded canals. But this was at time
when the latter were of small dimensions,
when the boats were drawn by animals,
and when the use Of steam was found to
do fatal damage to the banks of what were
little better than mill-races. Canals of
such dimensions wholly failed to meet the
demands of trade, and necessarily gave
way to railroads. But such canals as the
one contemplated for the Virginia route are
as superior to those of old as the modern
railroad is to the rickety structure of forty
years ago, and as the present Erie canal,
which has cost $3.50, 000,0 900, is to the
original ditch, which was estimated to cost
90, 100000.
The modern railroad cannot, by any
improvements or perfection, be made to
supersede the canal for the carriage Of
heavy produce over long distances; nor can
any improved adaptation be given the canal
to render it substitute for the railroad in
its appropriate work. The one is the COM
plement of the other. The railroad is for
the quick transportation of articles afford
ing high rates of charge, and passengers;
the other is fer the slow, cheap transporta-
ton of heavy bulks. The canal is for
quantity, the railroad for expedition.
Their relations to each other are similar to
those of the mail to the telegraph.
ic Cdlldl IlUuIlLcS WIG Iutlc LulllCt lo
and weighty agricultural products of locali-
ties removed from market, which could
never be moved except under the stimulus
Of cheap transportation. The canal olsen
cumbers the railroad of heavy commodi-
ties which it cannot transport over long
distances except at loss, and thus brings
from the far interior bulks which yield that
capital on which the trade of railroads
is founded. The most prosperous rail-
roads in this or any country are those
which run ON lines parallel with canal or
steamboat navigation, and thus perform an
ancillary part in the great business of
transportation. The railroad cannot COM
pete with the canal for heavy transporta-
ton except over short routes. When dis
lance becomes considerable, then water
transportation becomes indispensable for
the heavy raw commodities of commerce.
The reason is that nearly all Transports
ton of heavy articles is done at loss by
railroads, and this loss is too greatly mag
nifed when the distance is extended.
TIE JEALOUSY OF RAILROAD MANA
GERS TOWARD CANALS UNwARRAN-
TABLE.
The spirit of rivalry manifested by some
of the managers of railroads toward canals
is unworthy Of the age, and argues either
want of practical intelligence or dispo-
sition to usurp powers over the products of
the country in conflict with the interests of
trade and the rights of the people. 1t is
only where the spirit of the monopoly ex-
lists on the rart of railroads that hostility
to canal transportation is found, and
those railroad managers who study the ad-
vantage of the public and the true interests
of their roads, of which the country can
beast many, discourage and discard all
ideas of rivalry.
THE CANAL GIVES THE PEOPLE FREE
COMPETITION IN THE CARRYING
TRADE.
The opposition of such railroad managers
as resist the construction of canals is selfish
and goes to prove the necessity of these
works. The public interests and the popu
lar voice demand the freedom of trade
The internal commerce of this country re-
fuses to be dominated by corporations
monopolies and rings:
| HOW VIRGINIA VIEWS THE PROJECT.
In her infancy as state, Virginia looked
| fondly to this work as the prime factor
which should achieve for her that grea
future which her central location on thu
seaboard, her magnificent roadsteads, anG
| her capacious port authorized her to antici
pate. She has felt that this seaport and the
admirable waters at her door are too valua
BILE for local appropriation, and that they
are destined for national uses.
They are noble gift of nature, Tequir
ing but slight exertion of the art of mar
to be brought into value to all the nation
And she would rejoice this day to hav
them contributing as actively and as large
ly to the greatness of the Union as evel
that magnificent territory is doing whicl
she coded for the common benefit. Sh
asks now for the connection of the water
of the interior basin of tn
continent with the Chesapeake
not in the spirit Of mendican
begging aims, nor in the temper of
needy relative, poor in circumstances, SO
Letting aid; but with unselfish aim an
with the same generosity as Of old, sh
comes forward even in her poverty an
tenders to the nation all the outlay sh
has made upon this work if it will tT.ke
and complete it and make it free channe
of trade to all the people Of the Unite
States.
BURGLAR.PROOF SAFES.
. |