The Cairo bulletin., 1914-02-11

tumbler OF water which VIII IN
stantly neutralize aeidity, stop food
fermentation, absorb the gases and
sweeten the entire digestive system.
He further states that those trou-
bled with cronic acidity should take
one tablet regularly, and hour after
meals for while. as this simple
lntacid is entirely harmless, being
composed of Soda, Magnesia and
calcium Carbonate L. S. p. Advt.
which produces the lesser part of
he revenue. In this country, We
lave periodic car shortages, and at
such times the movement of one of
he commodities producing the low
st ton mile revenue, coal, is Of
,rime Importance, and high class
lrticles must wait until the coal is
moved. Imagine the relief TO the
illinois railways We're it possible for
hem to haul the coal to some poin-
IN the Illinois river tor delivery by
>arge to Chicago and St. Louis. This
would be possible were the siAty-siX
niles OF old canal between Lock-
,ort and La Sale put in modern
cudition. Then the railroad ter-
ninals at these cities would be re-
ieyed Of huge amount of hardly
profitable tonnage and the commo
lities producing large revenue
.ould move freely, with plenty 1f
quipment and motive power.
Cooperation between rail and
waterways are mainly Expense of
obstruction and maintenance, slow
movement Of freight, limited area
eryed, lack of handling facilities
md low rail rates.
The first objection is easily ans
cred. 1t is, of course, cheaper to
'uiid and maintain a single track
ailway than a canal, but a single
rack cannot attempt to handle the
rattle that il possible on q canal
ven Of moderate Dimensions. The
,omparison is wrong. The yearly
onnage per mile handled on GER
ain sections Of the Rhine is fifteen
twenty times as great as the
onnaga per mile OF the German rail-
ways. A canal admitting six
undrei ton barge, and taking fiji
cen minutes to a lockage will han
} tweaty-four thousand tons in ten
ours, or the equivalent of six hun
ed fnrty-ton freight ears or Of
;aousand eight hundred and
0rty such cars in a twenty-four
lolr period. If the canal is only
pen Two hundred days in the year
Illinois and Michigan canaD, is
apable of taking same size barge
nd operates full capacity sixteen
ours per day, the yearly tonnage
iould be seven million, six hun
red and eighty thousand. No sim
lo track railways could handle
hjs.
On Investigating the second OBJ
ection we find that the average
aoycmcnt of loaded freight car,
according to American Railway AS
otiation figures, is twenty-five
,iles per day. Sixteen hour running
lt even three miles per hour on the
anal would give a total mileage
about double that Recent eXper~
encra show that even on the anti
uited and decadent canals of the
United States, water shipments ar
tive at destination in less than the
average railway time.
The question of limited area SER
led is merely one affecting the III
innate development. There is sut-
'icient tonnage originating on our
ivers for shipment to other points
N the rivers, to keep busy a fleet
that of the Rhine.
In addition to this. a system Of
equitable perpendicular rates would
bring a huge volume of commodities
10 the waterways tor a part of tine
longer hauls. Proper facilities
would make this advisable where
the water could be used for n hum
dred miles or more.
The handling facilities would
coon be provided in the wake of
of any waterway development. Far
sighted cities and corporations
would provide them in advance of
development. as has been done IN
Germany. and reap rich rewards. It
is beyond the bonds of possibility
that the nation which has put in
service the wonderful unloading
machines seen on the great lakes
would be backward in devfsing
methods of handling other kinds OF
freight.
Rates by rail are indeed low Ia