The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1878-04-11


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ny y q Y :. Il. g
chi ass ol, assAs
3 I'll sny last No. showed snats SoniElo-
dore Nfaury after e thoto1gn
Of tilegl 10 came 90 snes hc,i.
sien that the ayerage cost o.
river oarges) was TOUT Mills PEI Ion ny. psl
mile BY the Erie canal tsneiudlng Iotis,
which constitute one third OF The cost was
ID a mills that it would be by the James
River and Kanawha canal toll free) mills
that by canals generally IL was 81 mills
ands by railway Scents. n Il also Shove that
the committee OF she. Senate, after the most
thorough examination OF the sublect, re.
ported TO the Senate that the reiatlVe cost OF
carriage BY river, by canal, river ana Day,
and lake, was In 1874 as follows an tGr0r 81
,nnfer-yfz. From the Ohio river to Bos-4
ton t,ia Baltimore. to L; between Baiti-a
more and New York. 2 TO J.; from Buffalo
to Boston, 8 to 1; between Parkersburg and
Cincinnati, to L; Erie railway and Lake
propellers, 5 to l.; Central v ermont railway
aud N. Transportation Company propeller
line), S. o1.
The committee also state that IN 1911 tnc
cost Of carrying wheat by canal was 28.4
ner cent. less than by rail from Buffalo to
New York, and corn 34.6 less than by rail.
In 1872 wheat was carried % per cent. and
corn 49, per cent. less bv canal than by
rail; that 1877, 1856. 221 bushels OF wheat
anu corn were Snlppeu 0y Tuts .Loui - lo :,
TO New York, and 39,1 1919, 1858 bushels DY
connl IN 1872 5.3g2.fll bushels were
Skinned nv rail and 41.374,224 by canal.
II kkSI
I... H.. a. Er,o oonaj ia vet q very i'm.
portant member of tbefransp ortation routes
between the interior and the seaboard, and
that it is the means OF preventing great
increase of the railway charges upon the
transport of western cereals. II the canal
had not been in existence the railway
charges would doubtless have been much
higher than they were during the years
mentioned. If the quantities transported
by canal had been carried at the actual ave
rage railway rates the enhanced cost OF
movement in 1872 would have amounted to
S2I96, 000."
The committee further say, in speaking
OF freight by rail and canal between New
York and philadelphia, and between Phila-
delphia and Baltimore: Sc The actual result
OF the competition between the rival rail
and water lines (both water lines being, by
virtue Of their charters. free commercial
highways) is shown by the relative amount
or freights transported upon them as fol
lows:
8: FreiqhtS m0Ued betDeeB Ne1o F0rk and
PHILADELPHIA during the year 1872:
By railroad ................ 2os,sss tons.
BY water TONS
Tonnage moved between Philadelphia
and Baltimore during the year 1872:
BY railroad. S3s.56s tons.
BY water i1ne..... 'oiiS'
These figures show that S. per cent. Of
the tonnage moved between New York and
Philadelphia, and II per cent. Of the ton
naoe moved between Philadelphia and Bal
timore. is transported by the water lines.
The committee further saw: &c In REPUTATION
of The erroneous supposition that railroads
hare Superseded, or are kicetY to sapersede,
the use of natural or artificial acqter lines,
il may be mentioned that the Pennsylvania
Railroad Company, probably the wealthiest
and one OF the most skilfully-managed rail-
way corporations in. this country, now con-
trols 427 miles Of canal navigation
miles in the State of Pennsylvania, and 81
miles in the State OF New Jersey-whlch it
has gained possession OF by purchase and
by lease.
The canals IL the State OF pennsylvania
CONT oiled by this company have since they
came into its possession been greatly en-
larged and improved, and they are being
operated probably. It is also worthy OF
note that these canals generally run parallel
with the railroads owned and operated by
the same company. Tnls company hnds
that iron, coal, and other minerals, and GER
tain other grosser freights, can be trans
ported cheaper by canal than by rail. The
"a nc U WI n 10
be accused OF the 5lunder OF attempting to
sustain an effete mode OF transportation.
General j. j. Wistar, president OF the
Pennsylvania Canal Company, in his evil
dence before the Senate committee on tols
SuDJect, ana making speGlai reference 10 Tue
James hlver anu hanaWna canal, says
trunk-line WIN neapy tohnage coulu nlain-
tam ana operate eanaI, properly con,
structeo, OF capacity 1or 5oo IONS cargoes, a1
very much reduced rates, especlaliy on long
distances, where the terminal and liked ex-
penses are arranged upon greater number
OF miles. should say l3 TO 2 nlsAS per ton
per maze tooatto oe Rt9nty SATISFACTORY on
Such canal 6eta0een inc Ohao Tecer ana taoe-
a1ater, with reasonable gradients ana loekage'
ana the heavier the tonnage Tue !oWer the
tolls, since the expense OF MAINTAINING ana
operating tue canal Is pracsicaliy tue same
Tor iOO,ooo as 1of 1o,o0o,ooo IONS, WAFER
Delng aounoalt. Ii otnel "olus, every
ton Oh ia. d aoa IS .G b Iause %
w.