New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1907-02-03

which included Andrew Ii. Green among its
members, when II reported 10 The Governor IN
1900 declared that no package freight was car
rled eastbOund over the Erie Canal because Of
the lack Of terminal facilities At Buffalo and
New York. This class OF freight. therefore" II
said, lis dependent upon rail transporta ton and
Is, therefore, subjected % the Of lighterage
at the port of New York, and TO the railroad
dinerential Of three and two cents Il hundred
pounds. Moreover the rail rate OF transportation
between Buffalo and New York Is very much
higher on that class of freight than il would
over the canal
At Buffalo the railroads have terminal piers
but there are public shielded piers where
package freight for the canals be received
and stored and shipped. AS a consequence all
merchandise requiring that kind OF accomInoda-
ton must go by railroad. The retention of the
mere is the only thing that has made II possible
lot caHapoats 10 secure cargOes or partial
carg0es in New York. Unprovidcd with ter
mnals at Buffalo. and because of the refusal
OF the lake steamship lines to make through
rates for canal freight except tnat shipped by
lle rai4Toaus themselves, the canalEOat owners
are in large measure dependent upon the
ai!loads at this port for their through freight
70 lake ports The railroads practically dictate
the cana! rate for westbound through freight on
the canal
The bulk of the freight leaving New York Is
package freight. hut having poor terminals and
no terminals at the western end OF the line the
canalboats can get little Of it to carry
agents of the great -four mills. which shin an
huaIIy millions Of barrels of -four to Europe,
who appeared before the State Commerce Com
mission ana the officials OF the mills I'm Min
neaIohs and in Duluth all united in the state
mont that lack of canal terminal facilities for
package freight alone prevented -four coming to
New York by way Of the Erie Canal which is
now sent 70 the outports.
II is essential that there should be ample ia
cilties for the barge canal at New York
But where shall the terminal or terminals be
located? How shall the great commerce be ham
died at this port? Although work has been in
progress for nearly TWO years, and II is expected
that the improved Champain Canal will be ready
for use in four years, and the Erie at the begin
nlng OF the season eight years from now, no
definite step has been taken toward a solution
Of the problem beyond the circulation Of a copy
Of 4 suggested bin providing for the appoint
mcnt of local commissions In such cities as de-
sire the construction OF terminals to investigate
and report as 10 localities where terminals may
be placed. the cost Of the land and construc-
ton, the preparation Of plans. etc. the report In
Inc case or New York TO go to the Board of AL
dermen and the Mayor II gives 70 each city
home rule i'm the matter. This bill, which
prepared by +. S. Gardiner. secretary of the
Board Of Trade and Transportation, will prob
ably not be introduced this year.
So far as can be discovered from interviews
in the promotion Of the canal with view to OBJ
tanning suggestions as TO the best solution Of
the canal terminal problem, no one has formu-
lated a concrete plan for handling the canal
commerce In the skilful manner that the rail-
roads, with which IT must compete, managed.
Those who have given the subject thought
have broad views of the possibilities of the great
new Erie Canal. It is 10 be real rival OF the
rsilroads and they desire for Il terminals that
viii put II on a par with rail transportation.
They zee not only opportunities for the trans