New Orleans Republican. [volume] (New Orleans, La) 1867-1878, 1874-09-01

cial prosperity of the city, in which every
other interest is concerned. We lind that
the volume Of our trade Is still OF
the imposing proportions due to the remark
able natural advantages Of this port,
the diversion to other markets las
been sufficient to depress nearly every
branch of business. The sagacious
merchant will investigate the cause OF
this evil, and discovering the cause will
adopt whatever measures may be in
his bower to removeit. In his examination
he finds that the additional facilities fer
TRANSPORTATION offered by the extension OF
the railway system, populous districts,
which formerly received their entire supplies
from New Orleans, are made conveniently
nearer to the Western cities. The country
merchant can consequently buy his bread
stuffs, provisions and Western manufactures
more cheaply at the West. and lay them
down at his store, at less than the charges
for transit via New Orleans. A portion OF
the trade we can hardly expect to recover,
but part is still within our reach. When
the charges for river transportation are re-
duced by improvements in the navigation
and in the means for transportation 70
rate not exceeding l-lOc y ID from 81
Louis to New Orleans, our merchants Will
start with no more than this against them
in their competition with their Western
rivals, and it will soon be found that tins
difference can be compensated by saving
of consumption. The charges by rail per
mile being equal. it is manifest that wher-
ever the interior town is nearer by rail- to
New Orlesns than to the Western city the
former NAV have an advantage greater
than the additional cost of river Transports
ton. The result will then depend on
successful buying. The Now Orleans mer.
chant will ascend to the original source OF
supply and there meet his competitors from
the Western cities on equal conditions, and
if under such circumstances he proves the
closer buyer, he may be aoie to o1ier the
storekeeper or planter at the point Of con-
sumption greater advantages than his coin
petitOr. The conclusion, then, must be that
in the railroad communication from this
city and the cheapened river transporta-
ton New Orleans can successfully compete
with the West liz supplying the interior
with even Western products. vi course,
there can be little question with regard TO
imported goods or articles raised or made
in our own vicinity. The New Orleans, st.
Louis and Chicago, and the New Orleans,
Mobile and Texas railways and their con-
nections present US ample means of testing
this competition east Of the Mississippi
These remarks are equally applicable to
the country traversed by MOrgan's LOuisi-
ana and Texas road. Even at the present
rates Of river freights, the Western produce
dealers and all others engaged in the South
ern and Southwestern trade need not des-
pair of successful competition with their
Western rivals. New connections may
have to be made, more comprehensive ar
racgements effected, and the modes of
it will be found that energy, enterprise anG
oorrovoronca will win the OriZe
We wish to take practical view of this
subject; to consider it in it's immediate
business effects, without any regard to q
distant future. But examining it in this
light we find that, although the roads we
have designated are of great importance,
and have substantial influence either for
us or against US, they are only commence
ment Of . system that must eventually
make New Orleans as comprehensive a
railroad terminus az New York. We find,
moreover, that west of the Mississippi
our progress has been slow. Even
now, after the many years in which
We have BEEN contemplating, Yves,
tern extension, we have advanced
far enough only I'd affect local interests. In
the meantime Northern capitalists have
promoted Western interests by extending
tue rail from the Western cities into North
ern Texas, and have established direct
communication between St. Louis, Mem
phis, Louisville and Cincinnati and rich
and populOus section, with which we have
no communication, except by an. uncertain
and unreliable river navigation, but with
which, nevertheless, we formerly transacted
an important business. This trade natural
~ passes by these railroads to the Western
cities. We lose not only the advantages
from supplying the section referred to with
Western products, but with imported goods
as we'll, and lose no uncomfortable volume
of our leading staple. And yet We have
assurances which we car not doubt that
trade will be restored to rs on the extension
of our roads to that part of our State, so as
to make connection with the roads pene
trating Northern Texas. A leading factor
whose mind has been enlightened by per
sonal observation, appreciates the 1eeessl
ties of the situation, and is ready to abstrac,
from his regular business considerable
part Of his capital for this desired extern
sion, provided he can be assured that the
object will be accomplished. When this is
thoroughly scrutlnized, our factors will find
that Q fow thousand dollars invested in
railroad eXtensiOns gives assurance Of 3
greater increase of his individual business
than twice the amount advanced to plant
ers; and Wholesale dealers, especially
dealers in Western produce, will discover
that this extension is q vital element in theil
future success. All, however, may res
bright prospect for New Orleans. If moi
they, then their successors will profs b.
the reactiOns
Taking. Their, general view OF the sitaa
ton, we find that an increase of our active
capital, an extension of our railroad system
and cheap transportation are the three feat
ures on which we must rely for the mul
tipliostion Of our commercial resources and
the product of population and wealth
But of these three agents, not least ims
portant is the last. The question of cheap
transportation comprehends the improve
ment of the navigation of the upper Missis
sippi-that is, the river above the Nilsson
ri-the river from st. Louis to Cairo, the
lower Mississippi. the outlets to the Gulf,
and the means of transportation.
Systematic and underwriting dredge
boats, even if no more efficient than those
now in the service, may be relied on to
give us an uninterrupted channel of Is
feet; unless in Exceptional cases they will
give US 10 feet; and we have not a doubt
that if tho service be really rlni,tcrD,itting
they will give US 20 feet. This depth Of
water is sufficient for all practical purposes
as long as the trade is conducted in ships OF
the tonnage of those now engaged in it.
but with a depth of % feet a larger
class of vessels could be employed, and
be run at an economy Of not less than &c y
bushel on corn, and 7hc on wheat. Hence
the necessity Of the Fort St. Philip canal to
give the products of the West minimum
rate of ocean freight. Then. too, the i'm.
provement of the river by the removal OF
snags and the deepening Of sandbar chan
nels, and the channels over the rocky lodges
in the upper river. Finally, the improve.
discussing this subject last year we
advocated, "a he had done for many years.
the employment Of suitable barges, towed
by tug of sufficient power to control a