Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1910-01-25

definite results can be reIled upon, pidnS
can be made for utilizing the streams
| improved and expenses very largely saw
ed Careful provision should also be
made for maintaining existing works.
otherwise the improvements already made
will deteriorate
In the general policy OF improving
streams in waterways systems, the COM
mission advises that the main stream De
| improved first and raised to an adequate
stage of efficiency bafore it's trlputarles
! that preference be given the lower por-
lions of stream, and that Improvement
proceed as rule from the mouth up.
The most striking instance cited of de-
| crease in water-borne traffic is that Of
| the Erie canal, though the COMMISSION
regards as quite as striking the de-
crease in traffic on the mississippi river
and it's tributaries
"In 1880 this canal (Erie) carried be-
tween Buffalo and New York, the report
says. "4,6OS, 1861 tons or IS per cent. OF the
total traffic, while in 1906 the latest year
| for which statistics are availaple) the
canal carried only 1855. 491 tons, or per
cent. of the total traffic, as against 90
| 7O3, 315 tons transported by the New YORK
Central and Erie Railways. Not only mas
| the actual traffic on the canal decreased
nearly 50 per cent since 1880, but the rel
ative amount carried by the canal, as
compared with the two railroads, has
fallen off from IS per cent. to per cent.
Likewise, on as important river as the
| Hudson, the local river commerce, exciu-
sive of what comes through the Erie ca
| nal, has shown a considerable decline.
The commercial statistics of the army en-
gineers for the section of the river be-
| tween Coxsackie and the state dam at
| Troy show a falling off from 4,O45,S95 tons
| in 1898 to 2,9i5,921 tons in 1908.
"On a number of Southern rivers also.
such as the Altamaha, Tom Bige and
Pearl, there has been a marked decline
| in river traffic"
| The report says on the other hand the
traffic on the Great Lakes has increased
enormously. Among what are called the
artificial or temporary advantages of the
railroads over the waterways are those
which come from power to acquire
steamboat lines, or to agree for sitting
water-borne traffic, refusal to pro-rate
with water lines and better freight hand
ling facilities. Construction of artificial
| canals adapted to sea-gong ships, accord
ing to the commission, will be profitable
only where, first, they would connect
navigable waters near each other be-
tween which large traffic would naturally
exist, but for rapids or comparatively
narrow strips of land as in the case of
Sault Ste. Marie, Well and Lachine ca
nails; or second, where comparatively
short canals would save very great sail
ing distance, as in the case of the Suez,
Panama and Kaiser Wilhelm canals; or
third, where canals from the sea would
extend to large cities near the coast
where large communities have become
great freight consumers as in the cases
of the Manchester canal and the Belgium
system. The commission cites many OBJ
vious disadvantages of these canals, says
it is conceivable the disadvantages might
be lessened somewhat, but makes no rec
concentration.
improvements not essential to naviga-
ton should not be undertaken by the
federal government, the commission
thinks, and improvements in rivers and
harbors should not be made unless Suffi-
cient assurance is given that proper
wharves, terminals, ETC., shall be furnish
ed, on reasonable charges, by municipal
or private enterprises The commission
recommends avoiding undue multiplied
ton of ports, making harbor improve
ments useful to the largest number, a
proper dividing line between work under
federal and city and private appropria-
tions. and measures for the greatest pos
sible protection of property abutting on
ravigable and non-navigable streams with
due regard to the probable quantity and
value of land benefited. The commits
sion is unwilling to recommend the con-
strlction of wharves and docks by the
government.
The tendency today in Europe, it says
seems to be toward retaining the masonry
lock type, unless the conditions of dam
location and of boat traffic may eventu-
ally demand, with proprety. the thorough
regularization or canalization of all nav
igable waterways. The commission holds
there are always in every country and
especially in the United States many
streams whose water-slopes, water-f1oW,
character of banks and bed etc. will rem
der thorough improvement by either
method too expensive"
Summarizing conditions abroad, the
commission says that the average Euro
pean freight rates on railways paralleling
water-routes, especially for short dis
tances, are higher than in the United
States, the European rates for water
borne carriage are as high, or higher
than on railways in the United States
where the traffic is likewise large. The
general policy of most European coun-
tries is towards waterways Improvement.
The population density and railroad mile
age per 1000 population shows the United
| States is much more adequately furnished
with means for railway transportation
Engineering difficulties are as a rule less
serious in Europe, where also sedulous
care is taken to protect water-borne traf-
fic from railroad competition.