New-York tribune., 1922-10-29

hope of New York Sor regaining first
place lies in greater use of the State
Barge Canal. At present the canal is
not used to the extent that it iustifies,
This seems TO be due largely to the
,ack OF boats, condition that is NOT
being corrected aa rapidly az the needs
Of the port would dictate.
Railroad congestion Is ono of the
principal reasons for the drop at New
ferk this year. compared with Mont
real. Railway cars and locomotives
are In unusually bad condition as a
consequences OF the shipments strike.
Accordingly, they are not able to meet
the demands of normal revival in
business. the usual autumn increase in
trathc and the movement of one OF the
heaviest grain crops on record. Coal
priority established by the Interstate
Commerce Commission also interferes
with deliveries Of grain, with the re-
suit that the elevators at Buffalo are
choked with shipments.
Montreal itself has not escaped DIFF
ficulties this year, but these have been
largely the result of too much bust
ness. With the season now drawing to
cIose, there are from sixty to eighty
vessels awaiting cargoes there. Greater
ehorts are being made at present to
route export shipments through New
York.
Rail Tie-Up g Factor
The State Barge Canal should take
large part In relieving the rail con-
gestion and in aiding grain traffic ss
tnis port, out as yet the expectations
'of Its advocates have not been fulfilled.
The trade on the canal, which has
capacity of 100000 to 10000 900
tons year, is only fraction of that
volume. Rates on canal barxes are
higher than by rail at the moment, ow-
ing to the difficulty of getting delivery
by rail. Under ordinary conditions
water rates are always considerably
lower than on land.
The Importance of Montreal in the
expectation of grain is made more Sig
nificant by the fact that the port Is
closed Sc Least four months OF the year
by ice, while New York has the advan-
tage OF twelve-month season. Despite
this handicap. and also the fact that
insurance rates up the st. Lawrence are
higher, Montreal has forged steadily to
the front
Except In the grain trade, Montreal
does not yet rival New York In size.
financial power, industrial activity or
IA otner measures of greatness, but this
should not induce complacency. Active
efforts TO build up the port of New
York are necessary If business is not
to De lost not only to Montreal but to
boston, Philadelphia, Norfolk and other
American ports.
Attacks on New York
Various movements are now under
way which might easily deveIop To fhe
disadvantage Of this port. New Eng
iand cities are seeking export and
port diferentials under New York.
such as those now held by Phila-
delphia and Baltimore. Gulf ports for
several years have made unceas-
ing efforts Sor rail rates which
would divert from the interior traffic
which for years has made New York
its outlet. The transcontinental rail-
roads are asking the Interstate Com
merce Commission to permit reduc-
tions in rail rates from the interior
to the Pacific which would take ship
ments overland rather than through
New York to the west coast bv tho
Panama Canal. If the volstead act is
held to apply to all foreign and Amer,
can vessels within the three-mile Iin1it
1t is probable that q considerable part
OF the transatlantic passenger traffic
from this port will be diverted to
Montreal, Quebec or Halifax.
Since New York and Montreal ere
the leading two ports Of North America
and are rivals for foreign commerce,
it is interesting to compare the present
status of the two cities. Figures make
dry reading but they are the only ac-
curate measure of commercial import
ance.
The depth Of channels and harbor
at New York averages thirty to thirty
five feet, against twenty to thirty-fve
feet at Montreal. There are 670 ship
berths here compared with 100 at Mon
sreal, Manufacturing plants in New