The Wichita daily eagle. [volume] (Wichita, Kan.) 1890-1906, 1899-06-02

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TO the fullest extent as the greatest pos
sible stimulant to river Improvement and
railroad construction; also why opening
the mouth is the first and most important
step in all harbor improvements in the
! Cuff Of Mexico.
On the same subject Mr.. Saunders Of
New Orleans sad:
Previous 10 the opening Of the South
Pass by Eads the rate Of freight on con-
ton from New Orleans to Liverpool was
about ~ cents per pound, or $3.50 per
bale. Shortly after the opening Of the
Jes Y Pass, in 1880, the average rate de-
o. ee9 to three-fourths of / cent per
pound. or $3.50 per bale. In 1886 the aver
age rate on cotton to Liverpool had drop
ned to three-eights of a cent per pound
or 81. % per bale Thus the saving to this
country through the decreased cost OF
ocean transportation on cotton alone mas
in sixteen years been over Sl0OOyO,UJO.
On grain the saving has been still great
or. In 1850 the average freight rate on
rrain. had decreased from 80 cents to 1412
cents Der bushel from New Orleans to
Liverpool. In 1896 this rate went down
to an average of S15 cents per bushel, or
a decrease of 6 cents per bushel
The saving to the country in ocean
freight must be computed, not upon the
products exported from New Orleans only,
but upon the fatal exports Of these pro-
ducts from all ports, as each port Is in
strict and close competition with the
others. and produce seeks the most eco
or4c of EHrha
corn and their products to Europe in nine
teen years, from 1850 to 1898, amounted to
over 4.066, 600. 900 bushels. If an average
decrease Of only cents per bushel be flg-
ured, the saving in ocean transportation
has been over S243, 0O0, 900 This economy
is directly and almost entirely the result
of better harbors and deeper navigable
channels enabling larger ocean carriers
to be built which owing TO their irresist-
able economy are enabled probably today
TO carry freight from America to Europe
at one-third the rates obtainabe eighteen
years ago.
Congress has expended upon all river
and harb0r improvements since the dec
laration Of independence a total of some
S25oO00 ol0, and the country has been en-
abIed TO save far more than this total,
upon only three products Of export, and in
the item Of ocean transportation only,
during the past twenty years.
UutI the last few years the channel
from the Mississippi river to the gulf has
proved more or less sufficient for the re-
qui~ements Of ocean commerce, but with
the revolution in ocean vessels which
commenced some eight years ago, com
/ menctd the insufciency OF the present
channel from the Mississippi river TO the
Gulf of Mexico,
All such insUGciency IS sooner or later
borne by tho product. not by the ship
( owner. and one evidence of such loss VIII
serve 10 illustrate The steamer Ameri-
can sailed from New Orleans September.
1897 drawing - feet Il inches and carry
ing 2>>oo3 bushels Of grain. no cotton or
other lighter freight being obta.nable.
Her freight list was $500, but owing to
I insufficient water in the pass. the vessel
/ draft being 30 feet when deep laden. she
/ was unable to carry fun cargo which
/ would have been 572oo bushels a clear
. loss Of 5000 bushels capacity. The ship
owner would have netted the same earn
+ ines AZ nearly cents per bUsacI less
+ freight than he did obtain had his vessel
( been able 10 carry a fun cargo.
There is probably 70 commercial com
I modify 50 strictly competitive. 50 iUme-
! di3tsly responsive TO the inevitable law 81
F supply and demand. as the rates Of ocean
. transportation. particularly from linked
. States ports. Tbs insures 10 the pro-
/ Queer the full saving En- the economy Of
large versus small carriers. This fierce