New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1903-09-11
ARGUES FOR THE CANAL
Declares II Would Force Railroads
to Lo1cer Freight Rates.

/ To the Editor OF The Tribune.
Sir: VIII you give space in your columns to
/ reply TO letter recently published by you over
the signature Of James wood. IN which he set forth
arguments in opposition TO the project Of en-
largins the Erie Canal? Primarily. Mr. Wood :
argument is that the canal is artiquated method
% transportation He points out the various stages
OF transportation methods and. by placing the
canal just before THE railroad in date leaves II 10
be inferred that the railroad has caused the canal
| to become a discarded and out Of date system
| Just railroad Is faster than steamboat trans
portaton. SO IL is anead In date. but no one Would
argue that steamboats, for the future useless
even where they parallel railroads. Nor does II
seem to that the contention that canals. as
such. he placed with tho past just because the
Erie Canal has been neglected that - encleicY
has been impaired. can be supported. This is espe-
ciany in view Of the fact that the benefits OF
canals are becoming more and widely known and
because to-day there Is perhaps more canal con-
struction under way and projected than ever ne
fore in the history or the world Because we look
At tho Erie Canal and its antiguatad locks. as
well IS its narIOwness and general III repair a
condition which has been perhaps assisted in order
20 furnish argument. must not think that
| the science OF canal engineering has come TO
step. while that OF railroad engineering has gone on
As matter OF fact. since any considerable
amount OF money has been spent the Erie canal
the science of canal building and management has
progressed faster and shown more improv enents
than the science Of railroad engineering But all
evidence OF this mas been kept out Of the Erie
Canal
I might trespass upon your columns 70 = great
extent, and rot without enlightenment 20 those OF
yoTr readers who to cast vote upon this
question by detailing Of the immense canal
projects that under way in France and Ger
many particularly. where il has been found that in
every instance they have proved 20 be public
benefit have increased the prosperity Of the coun-
try through which they passed and have added
greatly TO the commerce Of their termini. and
moreover. that they have invariably caused an in
I i 4~L ~~-~
elleed them
The Rhine-Elbe canal will cost more than s5oooe-
on. and is the step the farseeing policy Of
the German Emperor for tire Improvement Of the
waterways OF that country. in order TO cheaper
transportation. and thereby make commerce not
only general but also decrease TIE cost az
products 10 the people. Il would hardly seem that
canals. such, he called antiqUatcd. though
the Erie Canal it exists to-day. certainly Is and
Il IS remedy this condition that the present bill
is before the people.
Mr. Wood is distinctly ingenious when he argues
that the thousand ton barge is purely visionary be
cause no such vessel exists. He might well have
argued few years ago that an oceau steamer
over four hundred feet in length purely specu-
lative, and had FAR more reason behind him The
only reason why there thousand ton barges
IS because there IS not room for them in the pres
ent canal he might well ask the old conUn-
drum about why the devil doesn't skate
freight 10y canal IS cheap is because the taxpayers
pay the freight. Twice in recent years the tax
should be no tolls on this state waterway ana IN
doing they have merely carried oUt the policy
OF tho national government IN improving the rivers
and harbors OF the nation for the benefit Of COM
country than Offset the cost thereon. 10
impose toll upon that which brings its return 70
the people many times over would be an economic
blunder too clear 10 be considered. Inc fedeTaI
ing New-York's hGrbor charrel. In order that the
commerce Of this port may be carried on with the
vessels OF great tonnage that are now in use u
would he sensible FOR MT. Wood 10 argue that
every steamship coming up the channel should pay
a toll. to figure the cost OF this work 10 the
government into the cost CT transportation.
And still further ingenious is his SNUG dismissal
Of the argument which is founded fact. that
the Central made through rate on grain IN jan
uary last which has not since been changed This
morning drop of one cent per buShei was an
nounced doubtless because OF the publicity given
rates. but the droU merely means that the new
is now only double the Canadian rate. end
il is for only one month 1t is because OF THIS
difference v commerce going else
-~here-Montreal. for instance. having exported
this year nearly two million bushels Of grain more
than this city. Were the Erie Canal TO be i'm
proved according TO the projected plans TO ca
paCity that would make II really a factor in the
transportation rates. we would see material low
ering the railroads ia the face u this compeu-
ton, instead OF practical maintaining Of the
present rates. which are more than double the
A single word REGARDING M. Woods figures. he
states that the reports OF the NeW-NOrk Central
and Hudson River road show that the cost per ton
mile vas a. mills and claims that the canal cost
IS higher. Major T ". Symons, the eminent gov
eruYnent engineer. than whom greater authority
the canal exists. states that the cost per ton
mile on the present antiqueted canal - 70 mills
which would be further reduced nv the improve
ments. ATHFRTON EROWNELL.
New York September 10. 1853.