New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1879-07-22

mninder Of the season OF navigation the movement in
Western products may be so large that remuneratiye
freghts and increased tonnage are possible resut'
for the IN It's entirety"
"what seems Likely 70 be the amount earned-
For the fiscal year which viii end the 30th OF Sep
TENDER next the eceipts from rolls will probably
gate sI5OO0 against S0ss 900 Tor the previous nscal
year Including the receipts Tor the first week in jay.
this year there il a falling of in revenue "a compared
with last year. Of $4,000. Tnis loss has occurred on
the Of eight weeks Of navigation, as compared
with eleven weeks II last season There yet seven
teen weeks OF navigation o. the IAN ~ November, in
which this oss can be recovered. Il does mposs
bic and view OF fact that the railways seem more
determined than TO divert tuIc from the water
route regardless OF costs 20 would rash 20 predict
that TINS loss would be recovered before the close OF nav
igation."
"what decrease Is there in the amount Of tonnage
transported and also, any, the number % boats IN
use ~
From the openiugo' navigation 70 the 30th OF June
this year the tot,l movement by canal shows decline
81 zs75Z2 tons compared win the previous year.
Tae number OF cearances issued nc Buifao rom the
opening &c 3Ot ~ june tbs year lob against
$500 last year, l2l1 ess this wear than last Ia
S79 the canals opened about three weeks earlier than
this The average number 81 clsarancas per week
IN s7s being 29O anu ~ 1879 only 242 shows that the
earlier nayga 1873 does not wholly account for
the fal ng of IN cearanoes tns year Tbs iudicaies
tnat there fewer boats IN commission, or else tney
nave not found as ready employment - last year Inc
grain shpments from Buffalo by canal 70 "a. close Oh
marx decline % about 90OOOOO bushels, willie the
total receipts OF gram At New-Iurk or me year egdlng
year, are almost identical, beng about loO.OOOCvO
bushels Tor each IL thus appears That wat mo
canals nave lost this season IN gram the railways AANe
are tho canals 10 good repair y
They sand 10 De lent repair and paViganon
never wa. beter There have been sOBe breaks whoa
nave caused some detention. out none oil serious
g Wait seems to be the reason mat merchants arc
patroniziu railroads rather than canals =
~. q
cheapest ana ship by that route which urs the lowest
Rates 81 transportation. The railroads naugurated the
opening OF navigation this b. giving rate lower
tnan before dreamed Of ond below the cctud
cost b. water For instance Hour has been akeh "
Ia from IT. LOUIS 10 NeH-YOrK ~ cents per barrel
distance Of 200 miles, aud wheat nom Chicago 70 Sew
York al ia cents per Dushe Egnt cents oaritl HOn
>. LOUIS To NewYOrk only "a cents per ton or les,
2l4 cents 1usAel OF wheat don'i believe there
from NewYork to Albany, farmer who can ship hs
polatoes FROM Albany 10 Ne"-1orh l"f less tiah Yl
from Chicago 10 Ncw-York BY lake and canal was
cents per busnel for w1rIt That rate probably a.
order moderate compensation bat moderate 90 fact
that buIldes not constructing axe ana eanai6Oats
rates bv ran were rroitabe and therefore likely be
permanent gradual disappearance OF business craft
from the lakes aud canals might De- C.usc ioi regret
bat would no occasion Tor alarm Unremuhefai!Fc
railway rates mean dear transact Cns M me end
ana Hudson RIVER Railroad for 1875 a. cost that ROAD
llll9 tt %. pei -lte % 'oSS ~ ,, c1is
yer Dushei Tor wheat from Buffalo " Nrw-Nork From
what have stated t wl be seen hal the rates offered
~ the roads but small portion Of tAe cost rms
singular fact II before The business ~ which
carry win 'front.' IRON Chicago % Ne~-York for
| almost Jhe actual rail- uOm Buffalo 10 New
YORK is being Ilegtmatcy diverted; and The equip
~ tnaf tue capital invested therein .
gradually declining, or perhaps u wOuid De nearer The
say beng destroyed By gigantic cOfpOr ttlOAs
aided and led by those created by our own -tlte.'
"What II -le remedy Tor the existing evils y
A healthy comp, ttOn Is always desirable. AMI
should BE- encouraged. A. prevents monOyoilts, which
destructive 10 the genera. prosperity. We know
that tie route Is practically cheaper nan any
other during tie Of nayigbLOn al least N
cheap transportation without discrimination, and
cOmpeis reasonable By rail- 10 those WHO eHpOy
H. Fls consolidated capital " the railroads. = euOr-
nous and the eOnro thereof vested n few hands The
! cquipments oI the wa.er routes owned by udl-
yIGualz among whom there is consolidation OF III
tercsts and % easy they are entirely az tue
mercy NJ the railroads. competition which renders
the employment equipments mp OhtiD.e tends
only 10 one re5u Their absolute abandonment ana lie
stqct;on. such result al must coucede would De a
National misfortune. The necessity Tor some remedy
Tor existing evils j. apparent The canals would be "A
notice 10 the railways tnat the state vas I'D earnest N
the interests Of cheap transportation AID might nave
an influence Their policy. L, however, Ay are ut-
termlned down the water route, dnd thus re-
move the only obstacle to higher reIgAs. tLey VIII con-
tnue tie until the canals cease a. De usrd tor wait
OF boafs and equipments Other stat leg station VITA
view protection might emOaFrass oar own roads 10 mo
benefit OF others Congress might interfere anu p.0rct
the IN the interests 4 commerce should tho
Facilities IL affords be considered OF National i'm
portaDce and worthy Of Nau0uaI protection ana care