Bismarck daily tribune. [volume] (Bismarck, Dakota [N.D.]) 1881-1916, 1909-05-02

presses, was maze puDllc TO-DAY. Auo
greater portion of the data contained
in it was prepared under the direction
of Herbert Knox Smith, commission
er of the Bureau of corporations.
1t is shown that the lower Missis-
sippi, which always has been recog-
nized as of greater commercial I'M
portance than the upper part, still re-
tains this relative Importance. Among
the important factors in the decline
of traffic on the lower Mississippi may
be mentioned that formerly large
quantities OF wheat, corn, and oats
were sent down the river from ST..
Louis and other points to New Or
leans, but the building of railroads
through Nebraska, Kansas and Okla
bona to the Gulf, together with the
lack of attention to river improve
ments, has operated against the ship
ment of grain down the Mississippi.
This has resulted in the gradual
disappearance in the last Is years
of many finely equipped steamboats,
on the lower Mississippi as q result
of sharp railroad competition and
other causes.
Another important cause for this
decline in the trat1c movement on
that great stream has been the intro
duction of the cotton compress re-
sulting in the overturning OF the old
system Of handling cotton by river.
Formerly the only cotton congresses
were located at important centers,
such as Memphis, Vicksburg and New
Orleans, but now any town Of slight
importance has its own compress
which have excellent facilities for re-
ceiving and shipping bales of cotton
by rail.
The report declares that the devel-
opment of river trafdc is htndered In
many ways by the railroads who at
some important points on the Ohio
river have gained control Of much of
the land available for terminal facil-
tiles. One OF the serious difficulties
for lines operating on the Ohio and
its tributaries is the matter OF excess
sive wharfage charges. The packet
lines charge that 1t is a common prac-
tice for little towns along the river
to levy charges which in aome in
stances run from one-fourth to one
third Of the net profits of the boats.
Boat lines, as rule, make lower
rates than those of rail carriers. The
loss of pro-rating arrangements with
the railroads added difficulty for the
river lines, for instead of being able
to quote through iates, the packet
lines must now quote their own rate
to the point where they connect with
the railroad and then add the local
tariff rate of the railroad from that
point to destination. This loss OF
pro-rating arrangements has serious
ly affected the packet lines and has
practically ruined the traffic in horse
shoes, cotton ties, bar iron. wire
nails, staples, etc., in shipments to
the south and west where formerly
the river freight was heavy"
A significant feature of the report
is that dealing with railroad control
Of river traffic and private canals"
A number of packet lines engaged in
business on the Mississippi and its
tributaries are mentioned as showing
traces of railroad influences" Sew
eral private canals are also mention
ed as being dominated by railroad
influences. 49,
In this connection the report strik-
ingly shows the extent to which state
and private canals have been aband-
oned, the total mileage abandoned to
date being 2,444.26 miles, represent
ing a cost Appropriated at $81, Ill.,
374. Among the more important
causes for this wholesale abandon
ment of canals are the inability OF
some canals to compete with modern
railroads and the mismanagement OF
other canals, together with a popul-
ar impression that such systems of
public works have done more harm,
than good, and, finally, q belief that
the chief means of internal communi-
cation was not to be water but rail. ~
In discussing the relation Of water
transportation to railroad rates, the
report says: 1T has been claimed
that water transportation is safe
guard against exorbitant charges by
railroads through large sections Of
the country. It is undoubtedly true.
at any rate, that water competition
is a potent cause Of local discrtmina-
ton In railroad rates." 4*>.
1t is pointed out that the import
ance OF water competition depends
very largely upon whether it II by
canal, river, lake. or ocean. It APP
pears to vary with the physical char
acteristics to the navigable water
ways employed and the number and
size of the vessels which can e.used
thereon. .E$.@ Ii +
The importance Of canals - reg
ulators of freight rates. 1t is shown,
is much less than formerly. Rela-
tive to rivers, 1t is stated that their
influence on railroad charges varies
with the length of the nayigable
route, and also with the depth.
wharfage facilities, etc. The Missis-
sippi is paralleled on both sides BIZ
railroads operating long trains over
easy grades at the least possible cost.
River steamers can still underbid the
railroads to some extent on local traf-
ffc, but they are at q disadvantage IN
loading or terminal expenses, and In
insurance or risk, as we'll as on ac-5
count OF the rise and fall IN the
river. It Is claimed that the rail-
roads take trahic at uriduly low
rates along the river and at competi-5