The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1922-11-15
TOPEKA STATE JOURNAL
Information Bureau
FREDERIC J. HAsKIN. Director.
Washington, D. O
MONTREAL LEADS IN GRAIN
EXPORTS.
Washington. d. O.


must now take second place. The city
of Montreal has stepped into the first
place and the present trend in the ex-
porting business indicates that she
will hold it.
This may be a matter of surprise to
most of the people of this country
who have grown accustomed to the
idea that the United States has the
biggest and the most and the best of
everything, but it is none the less
true New York interests realize it
and are beginning to study ways and
means of recovering the lost honor
Ten years ago New York exported
100000 bushels of grain to Mon
adam city passed New York for the
first time with 100000 to 61,-
100000, but New York took a great
jump to the front the following year
dropped off to 100000. In 1916
New York attained her maximum in
grain exports with a total of 154, OO0,-
600 bushels; Montreal did 20 millions
that year. The rivals maintained the
same relative position the next year
but then Montreal began to forge
ahead until last year she handled a
total of 130,0OO,O00 bushels, while
New York exported only 6S,00O,0O0.
The figures for 1922 are expected to
show an even greater performance in
favor of Montreal
Experts say that this seizure of su-
premacy in grain was not the result
of accident or of causes that could
not have been corrected. Congestion
on the railroads leading to New York,
or within the limits of the port, to-
gether with the excellent facilities Of
fered at Montreal resulted in the phe-
nomenal growth of the Canadian city.
Some of these factors are temporary,
but it is feared that others of them
may be permanent
In any event it is certain that con-
ditions with respect to railroad trans
portation have been worse this year
than they were last which will place
New York at a further disadvantage.
Railway cars and locomotives have
been in unusually bad condition as a
result of the shipments strike Ac-
cordingly the railroads have not been
able to cope with the demands Incl
dent to a normal revival in business,
the usual fall increase in traffic and
the movement of one of the biggest
mining of coal was resumed that
product was given priority over grains
in shipping and undoubtedly millions
of bushels have been diverted to Mon
treal that ordinarily would have gone
thru the port of New York.
May Use Barge Canal
If New York is to regain first place,
1t is said, her only hope lies in greater
use of the State Barge canal. This
waterway should be used to an extent
that would go for toward relieving
the rail congestion and stimulating the
grain traffic thru the port of New
York. but as yet the expectations OF
its advocates have not been realized
With a capacity of 100000 to
the canal is but a fraction of that
volume. Also, as a result of difficult
ties in rail transportation rates on
canal barges have been advanced until
they are actually higher than rail
a c fhnU Shnnl6 be COn-
siderably lower.
The commercial victory which Mon
treal has won in grain exporting IS
all the more significant by reason or
ice for at least four months of every
year. New York on the other hand
has all the advantage of a full twelve
month season As a still further
handicap, insurance rates up the st.
Lawrence are higher, but Montreal is
winning in the race nevertheless.
AS a matter of fact, the Canadian
city is making such strides that she
now ranks next to New York in vol
time and value of general exports and
leads Boston, Philadelphia, Norfolk,
New Orleans, San Francisco and
Seattle. This it is apparent that New
York has q real task to accomplish
If she is not to lose supremacy in other
phases of trade as well as in grain.
As vet Montreal does not rival New
York in size, financial power, or in
dustrial activity, but commercial lead
ers of Manhattan plan not to be
caught mapping. They see various
movements now under way which
might easily develop to the disad-
vantage of their port. New England
cities are seeking export and port
differentials under New York such as
those now enjoyed by Philadelphia
and Baltimore, and gulf ports are maxi
ing every effort to secure rail rates
which would divert to them freight
from the interior that has found an
outlet thru New York for years.
Some of the transcontinental rail-
roads are also seeking reductions
from middle west points to the Pa
cific which might result in the move
ment of traffic overland to the west
and thence to the Pacific by water
thru the Panama canal.
VoIstead Law Also Blamed.
Even prohibition is in the. conspir-
aey against New York. It is claimed.
and this is no vaudeville joke. If the
Interpretation thus far placed on the
Volstead law is sustained and it oper-
ates to keep liquor and wines off all
vessels, domestic or foreign, that enter
or leave United States ports, it is re-
garded as highly probable that con-
siderable part of the transatlantic pas
senger traffic from the port of New
York will be diverted to Montreal,
Quebec or Halifax.
shipping board authorities are in
clined to agree with this pessimistic
view of the GothaRniyes, and no one
seems to know just what can be done
about it.
In view of the rivalry between New
York and Montreal and the fact that
they are the leading ports OF North
America a comparison of their ship
ping facilities and business status in
general is interesting. The depth of
channels and harbor az New York av-
erages from thirty to thfrty-five feet
as against an average of twenty to
thfrty-five feet at Montreal. New
York has $40 ship berths, whereas
Montreal has but 100. In the last
twenty-five years New York has ex-
pended se5,00O,OOO for dock construc-
ton, as compared with S31.00o.0OO for
the entire port of Montreal