New-York tribune., 1902-08-15
RAILROADS AND CANALS.

The enmity Of canals and railroads is q mat
ter of tradition. Railroad managers them
selves have seized upon the idea that water
ways were their rivals. and have pretty consist
emily fought all efforts to invade their fields
with water communications. The Pacific rail
roads are generally believed to have zone their
best to prevent the building of isthmian
canal. and it is well known that all plans for
improving the Erie Canal have been openly Op-
posed by the leading railroad interests here.
The Panama Canal seems at last about to be
constructed. The future Of the waterway
meeting New-York City with the Great Lakes
is still an open question. but one which must
soon be settled. 1t is commonly supposed that
if the canal is improved TO meet modern de-
mands it will be in spite of all railroad inter
ests. This may be true, but it is not at all Ger
tain but that larger views of the transportation
problem might induce these railroad managers
TO promote rather than retard canal develop
ment. Their spirit is that which prevailed in
this city when the building of cable road
regarded as an act hostile to the elevated lines
and when the ruin of ferry companies was
predicted upon the opening of the Brooklyn
Bridge It ignores the law of transportation
that traffic facilities beget traffic. Supply
creates demand. The bicycle instead of ruin
ing the carriage business developed the outdoor
habit and increased the use Of carriages by
those who could afford them.
The operation Of the same law with respect
to canals and railroads was shown some time
ago by Mr. S. A Thomson in The Engineering
Magazine and some of his statements are so
striking that they are worth consideration
again at this time. He examined the influence
of canals on paralleling railroads in various
parts of Europe. and pointed out how railroad
traffic had increased as canals had been i'm
proved In fifteen years the traffic on the River
Elbe, in Bohemia, has through deepening the
channel increased iyefold, but the traffic OF
competing railroads has increased more rapidly,
and the line from Tepltz to Aussig pays 16 per
cent dividends The only railroad in France
which a few years ago did not have TO call
upon the government to make up its deficit was
the one which comes most in competition
with canals. In 1886 Frankfort -on-the Main de-
pended entirely railroads for handling
freight In that year the Main was CanaliZed
from Mayence TO Frankfort. and the river
traffic. which had been 10000 tons annually,
grew TO 100000 tons in 1891 and 1888 112 tons
In 1896 The rail traffic in 1886 was 100000
tons. in 1891 ii was 100000 tons and in 1896
1859 229. The railroads of Prussia are owned
by the government They pay handsomely. and
a portion of their surplus is turned over each
wear 70 build canals in the same territory. The
Manchester Canal is not yet paying invest
ment but its stimulus to Manchester trade has
been such as largely to increase railroad traffic
Here at home Mr. Thomson says. the same
lesson is taught by the situation on the Great
Kanawha where the government has built
locks and opened Il canal in competition with
two railroads Since 1881 the shipments of
coal on the river have increased about three
fold while the shipments by rail have increased
almost fivefold.
The explanation of this is not far to seek
Not only do canals regulate freight rates and
prevent railroad extortion. but there are certain
classes of goods which they can carry cheaper
than a railroad can afford TO do it. From
one point of view. they take that freight from
the railroad but their ability TO DO SO opens
the door TO new Industries Men estaohsh fac