New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1903-09-27
NETWORK DAILY TRIBUNE SUNDAY. SEPTEMBER o. 1903

above quoted sentences IN his mind when he ex-
pressed his desire to undertake under guarantee.
te completion % the FOR less than It's esti
mated est. IS an argument against my position.
Particularly as had referred the results OF 20
hucal and other distractions in the twenty or
more years during which time the canal viii be
under construction" the reason for the increased
estimate. Acknowledging Colonel SyTnondss cour-
teous assertion that might BE o. the Eve euEI-
neers which the government may appoint
Administrative board. Il has more than once been
explained 10 that = did not stop opposing the
barge canal project there was probability of
my receiving one 81 those appointments.
As an engineering estimate. the sufficency % the
estimate for which state Engineer lsoud is re-
sponsihle has not been questioned by ne. I doub;
81 IL Viu hc questioned bv any one. But the his
ioric fact sholld be presented. that canal work
IN this state is known 10 be Of record the
strUction Of which extended into second admins
tration without the estimated cost being greatly
exceeded so engineer should he asked 10 either
provide against successful political hostility
70 calculate SIS cost. Possibly. q constitutional
Amendment could insure the continuous prosecution
q the Nork and defend This expenditure against
spoIaton. Probably The politicians = TIE state
would work through even this defence. An act
Of the legislature would be a cob1yeo 10 them.
Il lette- ~ THE Eth inst. Professor Barr. Of
Columbia Jnversitv. says such considerations are
superficial and apparently thinks himself better
fitted by eXpe-isnce or otherwise 10 decide on the
ultimate cost % a canal through this State than
such men John =. Jery.s and William J Nc
Alpine were in their day. The value 81 the two
views lie better determined al the close Of the
work than al present The relative values as chan
nels q transportation. n the oarEe canal and a
ship canal 20 which the professor refers. are not
50 much matter Of opinion IS the future results
OF politics. And though you may not agree With
my conclusions I trust You viii afford me an op-
portunity 10 put before your readers statement
OF the advantages possessed by the more capacious
channel
In the first place the fiction that 1T IS irnTrao-
ticsble 70 construct ships suitable 70 navigate the
Great Lakes and the ocean may be Immediately
dismissed IN the presence 81 the active advocacy
Of the barge canal by nearly all agents Of foreign
owned shipping in this port. Who arc undeniahly
helping those friends Of TIE canal who CON-
nitted tho State 10 the s. CO. enlargement. Moth
ing hut fear OF competition from the lake feet can
account for their activity there ls probably not
a ship builder iu the world who would not be glad
Z contract for vessels guaranteed 10 make equal.
II better. speed the ocean than on the lakes
Professor Burr truthfully says. The longer that
contra cted ateray the less the carrying capacity
Of Jake or ocean vessel navigating it In a
paper. Canals Between the Lakes and New-York,'
read bv Nr. J. Mayer. c T., before the American
Society q Civil Engineers. ne says The cost per
toa--nile q running vessel through the canal is
larger than the lakes n the proportion that
the tine required 70 pass through the canal Is
larger than tha- for an equal distance on the
ate F7nathan Sweet 1see Report or barge Canal
.. 60s), estimated this retardatO1 as 30 per cent
the Immersed cross section ~ the boat and the
engineers on deep waterways assumed - per cent
on q shin canal with q ratio 81 10 ]. II We take
the lake freight rates returned by Major biNoy,
IS s. OF mill per ton-mile- The average rate u.
GLIDING loading and unloadia paid on TIE 10000
tons - freight passing the 500 in 1892 We viii
TIE basis Of 50 per cent Of % ship canal
Josf On 6e-ts ;or cried # TIE cost OF trans
fer al Baralo was rot greater Jnan this would
there ne any proi ssiaIal iIis4as ~ Ile eala -
Mr.. Sweet IN cls-lss-n g alT. MaEeI : anoLe
quoted paper. says: There are three fInoarf setal
and controlling elements O. advantage II the deep
sFirst-The elementary physical law. that the
~ FCSgels Cf Ike MODEL varies
directly as thei- immersed slLIaces' Nle I'll
tonnage varies as The cubic contents o. llelT m
nersed section. iusures enormous economy IN large
aSecond--he Obvious and controlling advantage
az passing from terminal 10 terminal without trans
-.Third-A large feet adapted % the navigation
Of the deep waterway already exists while. 10 put
equipment must be created, for which there could
Ne .riyd b~-Ee canal while It VIII annoy the
parallel railroads. il cannot ma terialy decrease
freight rates II viii not develop any large indus
Albany win fn the State with manufacturing
ESTABLISHMENT and greatly reduce me charges on
Their passenger ard pa ekare freight Business And
! either canal would remain ir tins State. barge
canal al. Tod he s6 O. TT eR surrey R W iTs h a
would he paid for by Indirect taxation on the
/ II We Guild ship canal the Canadians probably
viii not build one. and the outlet q not only our
through the Fort q Nev-York II build
barge c2ral the Canadians wi. doubtless build
shin canal. va the CttaDa and the outlet OF our
own and the Canadian Northwest VIII be through
houjrea, This IS no. a eoHEeIiient route 10Y the
our improving the Lake Champain route. making
al Ireland Of Central and WesIerE New York
/ Hew-York sept . 1903