New Britain herald., 1925-01-10
THE BARGE CANAL AND INLAND BOATING

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 Governor Smith of New York stated in his message that he favored all investigation Of the Barge Canal across his state with view Of de- termining why it hasn't been pro- ducing the results in traffic that had been anticipated.
 Traffic during 1923, the last year for which fgufes were available, totalled 2.752.635 short tons. This reads like considerable, but when compared with tho 9137Q,6jS tons that went through the soo canal or the 59,274.S12 tons which traversad the Duluth Superior canal. or even the 4,O93,772 tons which went through the Cape Cod canal in 1922 the last year for which figures were available-the total doesn't ap- pear very impressive.
 The Barge canal apparently has as little chance of eating seriously into the freight tonnage of the New York Central railroad-which it parallcls-as the old Erie canal did after the railroad was built. The prime object Of the canal was to transport heavy products from the lakes 10 New York, but it hasn't made good to an appreciable extent If the federal government agrees with Canada 10 construct the St, Lawrence waterway the plight of the Barge canal will be even worse.
 Meanwhile +the New York Central has vastly increased its efficiency in the very territory traversed by the Barge canal, A bridge has been constructed over the Hudson south Of Albany, enabling a cutoff in freight transportation and facilitating traf- fife thereby; and great freight yards have been constructed. Evidently the railroad doesn't know the canal eX- ists.
 If the Barge canal were in situ- alton to transport coal its economic value would be greatly heightened; but it doesn't go near coal fields and it is cheaper for cities along its route to obtain coal by rail because of inc direct and short haul from Pennsylvania. directly south. The Barge canal is an east and west pro- position and can only take care of traffic flowing in these directions and the railroad is getting most of the traffic. Even the earlier coNten- ton. that the canal would tend 10 keep down freight rates, appears 10 be no longer tcnablc since the Tn- terstate Commerce Commission and the Public Utilities Commission Of the state look after this detail.
 The water-borne traffic oycr in- land waters in this country which really amounts 10 considerable. is that on the Great Lakes, from Duluth, Minn,to Buffalo, although many ships do not go the entire dis tance, the terminals being inIeryen- ing cities. Roth the |. $. Steel Corporation and the Standard oil Co. have fleets on the Great Lakes. composed Of ships Of large size. Navigation is closed during th" winter upon most of inc lakes, but there IS a long summer and much traffic. The St. Lawrence waterway, projected to enable these ships to reach the sea without rclOadlng on trains or bargos at Buffalo, has the studied opposition of New York in- terests, but information from Wash ington IS that a majority in both branches Of Congress favor the project. Whether it would prove as successful as its proponents claim it will be remains to be seen. Some canals, as the Barge canal, appear 10 have better prospects on paper than they have when built.
 Canada had a great scheme brew ing a few years ago. to make of Hudson Bay a great new route to Europe: all that was necessary was 10 construct a railroad 10 Hudson bay build big elevators. and during the suuaRer time rush ships to EG