Whilst this book is passing through the Press, I have received from Mr Stuyvesant Fish, President of the Illinois Central Railroad Company—whom I asked to favour me with some additional details respecting the decline in freight traffic on the Mississippi River—the following interesting notes, drawn up by Mr T. J. Hudson, General Traffic Manager of the Illinois Central:—
The traffic on the Mississippi River was established and built up under totally different conditions from those now obtaining, and when the only other means of travel and transportation was on horseback and by waggon, methods not suitable in view of the great distances and the general impassibility of the country. In those days the principal source of supply was St Louis—and points reached through St Louis—for grain, grain products, etc., excepting that vehicles, machinery, and iron were brought down the Ohio River from Pittsburg and Cincinnati by boat to Cairo, and trans-shipped there, or to Memphis, and trans-shipped or re-distributed from that place. The distributing points on the Lower Mississippi River were Memphis, Vicksburg, Natchez, Bayou Sara, Baton Rouge and New Orleans. Goods were shipped to these points and re-shipped from thereover small railroads to short distances, and also hauled by waggon and re-shipped on boats plying in local trade on the Mississippi River and tributary streams. For example, there were Boat Lines making small landing points above and below Memphis, and above and below Vicksburg; also Boat Lines plying the Yazoo and Tallahatchie Rivers on the east, and the White, Arkansas and Red Rivers on the west, etc.All the goods shipped by steamboat were hauled by waggon or dray to the steamboat landing, and, when discharged by the boats at destination, were again hauled by waggon from the landing to the stores and warehouses, even in those cases in which re-shipment was made from points like Memphis, Vicksburg, etc. When re-shipped by river, the goods were again hauled to the steamboat landing, and, when reaching the local landing or point of final consumption, after being discharged on the bank, were again hauled by waggon or dray, perhaps for considerable distances into the interior.While the cost of water transportation is primarily low, the frequent handling and re-handling made this mode of transportation more or less expensive, and in some instances quite costly. River transportation again is slow, taking longer time in transit. The frequent handlings, further, were damaging and destructive to the packages in the case of many kinds of goods. Transportation on the rivers was also at times interrupted or delayed from one cause or another, such as high water or low water, and the service was, in consequence, more or less irregular, thus requiring dealers to carry large stocks on which the insurance and interest was a considerable item of expense.With the development of the railroads through the country, not only was competition brought into play to the distributing points along the river, such as Memphis, Vicksburg, etc., from St Louis, Cincinnati, and Pittsburg, but also from other initial sources of supply which were not located on rivers, but wereenabled by reason of the establishment of rail transportation to consign direct; whereas under the old conditions it was necessary for them to consign to some river point and trans-ship. What was still more important and effective in accomplishing the results since brought about was the material benefit conferred by the railroads on most of the communities situated back from the river. These communities had previously been obliged to send their consignments perhaps many miles by road to some point on the river, whence the commodities were carried to some other point, there to be taken by waggon or dray to the place of consumption—another journey of many miles, perhaps, by road. Progress was slow, and in some instances almost impossible, while only small boats could be hauled.Then the construction of railroads led to the development of important distributing points in the interior, such as Jackson, (Tennessee), and Jackson, (Mississippi), not to mention many others. Goods loaded into railroad cars on tracks alongside the mills, factories and warehouses could be unloaded at destination into warehouses and stores which also had their tracks alongside. By this means drayage was eliminated, and the packages could be delivered in clean condition. Neither of these conditions was possible where steamboat transportation was employed. Interior points are now enabled to buy direct, either in large or small quantities, from initial sources of supply, and without the delay and expense incident to shipment to river-distributing points, and trans-shipment by rail or steamboat or hauling by waggon. Rail transportation is also more frequent, regular, rapid and reliable; not to mention again the convenience which is referred to above.The transportation by river of package-freight, such as flour, meal, meat, canned goods, dry goods, and other commodities, has been almost entirely superseded by rail transportation, except in regard to short-haul local landings, where the river is moreconvenient, and the railroad may not be available. There is some south-bound shipment of wire, nails, and other iron goods from the Pittsburg district to distributing points like Memphis and New Orleans, but in these cases the consignments are exclusively in barge-load lots. The only other commodity to which these conditions apply is coal. This is taken direct from the mines in the Pittsburg district, and dropped into barges on the Monongahela River; and these are floated down the river, during periods of high water, in fleets of from fifty to several hundred barges at a time.There is no movement of grain in barges from St Louis to New Orleans, as was the case a great many years ago. The grain for exportviâNew Orleans is now largely moved direct in cars from the country elevators to the elevators at New Orleans, from which latter the grain is loaded direct into ships. There is, also, some movement north-bound in barges of lumber and logs from mills and forests not accessible to railroads, but very little movement of these or other commodities from points that are served by railroad rails. Lumber to be shipped on the river must be moved in barge-load quantities, and taken to places like St Louis, where it has to be hauled from the barge to lumber yards, and then loaded on railroad cars, if it is going to the interior, where a considerable proportion of the quantity handled will be wanted. Mills reached by railroad tracks can, and do, load in car-load quantities, and ship to the final point of use, without the delay incident to river transportation, and the expense involved by transfer or re-shipment.It is not to be inferred from the foregoing that all the distributing points along the river have dried up since the development of rail transportation. In fact, the contrary is the case, because the railroads have opened up larger territories to these distributing points, and in regard to many kinds of goods these river points have become, in a way, initial sourcesof supply as well as of manufacture. Memphis, for example, has grain brought to its elevators direct from the farms, the same as St Louis, and can and does ship on short notice to the many towns and communities in the territory surrounding. There are, also, flour and meal mills, iron foundries, waggon and furniture factories, etc., at Memphis, and at other places. Many of the points, however, which were once simply landings for interior towns and communities have now become comparatively insignificant.To sum up in a few words, I should say that the railroads have overcome the steamboat competition on the Mississippi River, not only by affording fair and reasonable rates, but also because rail transportation is more frequent, rapid, reliable, and convenient, and is, on the whole, much cheaper.
The traffic on the Mississippi River was established and built up under totally different conditions from those now obtaining, and when the only other means of travel and transportation was on horseback and by waggon, methods not suitable in view of the great distances and the general impassibility of the country. In those days the principal source of supply was St Louis—and points reached through St Louis—for grain, grain products, etc., excepting that vehicles, machinery, and iron were brought down the Ohio River from Pittsburg and Cincinnati by boat to Cairo, and trans-shipped there, or to Memphis, and trans-shipped or re-distributed from that place. The distributing points on the Lower Mississippi River were Memphis, Vicksburg, Natchez, Bayou Sara, Baton Rouge and New Orleans. Goods were shipped to these points and re-shipped from thereover small railroads to short distances, and also hauled by waggon and re-shipped on boats plying in local trade on the Mississippi River and tributary streams. For example, there were Boat Lines making small landing points above and below Memphis, and above and below Vicksburg; also Boat Lines plying the Yazoo and Tallahatchie Rivers on the east, and the White, Arkansas and Red Rivers on the west, etc.
All the goods shipped by steamboat were hauled by waggon or dray to the steamboat landing, and, when discharged by the boats at destination, were again hauled by waggon from the landing to the stores and warehouses, even in those cases in which re-shipment was made from points like Memphis, Vicksburg, etc. When re-shipped by river, the goods were again hauled to the steamboat landing, and, when reaching the local landing or point of final consumption, after being discharged on the bank, were again hauled by waggon or dray, perhaps for considerable distances into the interior.
While the cost of water transportation is primarily low, the frequent handling and re-handling made this mode of transportation more or less expensive, and in some instances quite costly. River transportation again is slow, taking longer time in transit. The frequent handlings, further, were damaging and destructive to the packages in the case of many kinds of goods. Transportation on the rivers was also at times interrupted or delayed from one cause or another, such as high water or low water, and the service was, in consequence, more or less irregular, thus requiring dealers to carry large stocks on which the insurance and interest was a considerable item of expense.
With the development of the railroads through the country, not only was competition brought into play to the distributing points along the river, such as Memphis, Vicksburg, etc., from St Louis, Cincinnati, and Pittsburg, but also from other initial sources of supply which were not located on rivers, but wereenabled by reason of the establishment of rail transportation to consign direct; whereas under the old conditions it was necessary for them to consign to some river point and trans-ship. What was still more important and effective in accomplishing the results since brought about was the material benefit conferred by the railroads on most of the communities situated back from the river. These communities had previously been obliged to send their consignments perhaps many miles by road to some point on the river, whence the commodities were carried to some other point, there to be taken by waggon or dray to the place of consumption—another journey of many miles, perhaps, by road. Progress was slow, and in some instances almost impossible, while only small boats could be hauled.
Then the construction of railroads led to the development of important distributing points in the interior, such as Jackson, (Tennessee), and Jackson, (Mississippi), not to mention many others. Goods loaded into railroad cars on tracks alongside the mills, factories and warehouses could be unloaded at destination into warehouses and stores which also had their tracks alongside. By this means drayage was eliminated, and the packages could be delivered in clean condition. Neither of these conditions was possible where steamboat transportation was employed. Interior points are now enabled to buy direct, either in large or small quantities, from initial sources of supply, and without the delay and expense incident to shipment to river-distributing points, and trans-shipment by rail or steamboat or hauling by waggon. Rail transportation is also more frequent, regular, rapid and reliable; not to mention again the convenience which is referred to above.
The transportation by river of package-freight, such as flour, meal, meat, canned goods, dry goods, and other commodities, has been almost entirely superseded by rail transportation, except in regard to short-haul local landings, where the river is moreconvenient, and the railroad may not be available. There is some south-bound shipment of wire, nails, and other iron goods from the Pittsburg district to distributing points like Memphis and New Orleans, but in these cases the consignments are exclusively in barge-load lots. The only other commodity to which these conditions apply is coal. This is taken direct from the mines in the Pittsburg district, and dropped into barges on the Monongahela River; and these are floated down the river, during periods of high water, in fleets of from fifty to several hundred barges at a time.
There is no movement of grain in barges from St Louis to New Orleans, as was the case a great many years ago. The grain for exportviâNew Orleans is now largely moved direct in cars from the country elevators to the elevators at New Orleans, from which latter the grain is loaded direct into ships. There is, also, some movement north-bound in barges of lumber and logs from mills and forests not accessible to railroads, but very little movement of these or other commodities from points that are served by railroad rails. Lumber to be shipped on the river must be moved in barge-load quantities, and taken to places like St Louis, where it has to be hauled from the barge to lumber yards, and then loaded on railroad cars, if it is going to the interior, where a considerable proportion of the quantity handled will be wanted. Mills reached by railroad tracks can, and do, load in car-load quantities, and ship to the final point of use, without the delay incident to river transportation, and the expense involved by transfer or re-shipment.
It is not to be inferred from the foregoing that all the distributing points along the river have dried up since the development of rail transportation. In fact, the contrary is the case, because the railroads have opened up larger territories to these distributing points, and in regard to many kinds of goods these river points have become, in a way, initial sourcesof supply as well as of manufacture. Memphis, for example, has grain brought to its elevators direct from the farms, the same as St Louis, and can and does ship on short notice to the many towns and communities in the territory surrounding. There are, also, flour and meal mills, iron foundries, waggon and furniture factories, etc., at Memphis, and at other places. Many of the points, however, which were once simply landings for interior towns and communities have now become comparatively insignificant.
To sum up in a few words, I should say that the railroads have overcome the steamboat competition on the Mississippi River, not only by affording fair and reasonable rates, but also because rail transportation is more frequent, rapid, reliable, and convenient, and is, on the whole, much cheaper.
FOOTNOTES[1]That canals also played their part in the transport of passengers a hundred years ago is shown by the following items of news, which I take fromThe Timesof 1806:—Friday,December19, 1806."The first division of the troops that are to proceed by the Paddington Canal for Liverpool, and thence by transports for Dublin, will leave Paddington to-day, and will be followed by others to-morrow and Sunday. By this mode of conveyance the men will be only seven days in reaching Liverpool, and with comparatively little fatigue, as it would take them above fourteen days to march that distance. Relays of fresh horses for the canal boats have been ordered to be in readiness at all the stages."Monday,December22, 1806."Saturday the 8th Regiment embarked at the Paddington Canal for Liverpool, in a number of barges, each containing 60 men. This regiment consists of 950 men. The 7th Regiment embarked at the same time in eighteen barges: they are all to proceed to Liverpool. The Dukes of York and Sussex witnessed the embarkation. The remainder of the brigade was to follow yesterday, and Friday next another and very considerable embarkation will follow."[2]Illustrations of the Origin and Progress of Rail and Tram Roads, and Steam Carriages, or Locomotive Engines. By T. G. Cumming, Surveyor, Denbigh, 1824.[3]A Letter on the subject of the projected Rail-road between Liverpool and Manchester, pointing out the necessity for its adoption, and the manifest advantages it offers to the public; with an exposure of the exorbitant and unjust charges of the Water-Carriers. By Joseph Sandars, Esq., Liverpool, 1825.[4]Mersey and Irwell Navigation.[5]Another of the speakers, Mr Gordon C. Thomas, engineer to the Grand Junction Canal Company, said that "notwithstanding the generous expenditure on maintenance, and the large sums recently spent upon improvements, the through traffic on the Grand Junction was only one-half of what it was fifty years ago, and now the through traffic was in many cases unable to pay as high a rate as the local traffic."[6]In the evidence he gave before the Royal Commission on Canals and Waterways on 21st March 1906, Sir Herbert Jekyll, Assistant Secretary to the Board of Trade, said (as reported inThe Timesof 22nd March):—"One remarkable feature was noticeable—that, although the tonnage carried rather increased than diminished between 1838 and 1848, the receipts fell off enormously, pointing to the conclusion that the railway competition had brought about a large reduction in canal companies charges. It was also noteworthy that on many canals the decrease in receipts had continued out of all proportion to the decrease, if any, in the tonnage carried."[7]In Mr Saner's paper the Birmingham Canal navigations are classed among the "Independently-Owned Canals," and Mr Saner says:—"There are 1,138 miles owned by railway companies, which convey only 6,009,820 tons per annum, and produce a net profit of only £40 per mile of navigation. This," he adds, "appears to afford clear proof that the railways do not attempt to make the most of the canals under their control." But when the Birmingham Canal, with its 8,000,000 tons of traffic a year, is transferred (as it ought to be) from the independently-owned to the railway-controlled canals, entirely different figures are shown.[8]The fact that coal tipped into a canal boat would have a longer drop than coal falling from the colliery screen into railway waggons is important because of the greater damage done to the coal, and the consequent decrease in value.[9]Fuller information respecting traffic conditions in Continental countries will be found in my book on "Railways and Their Rates."[10]The figures for the years 1860 to 1890 are taken from the "Report of the Committee on Canals of New York State," 1900, General Francis V. Greene, chairman; and those for 1900 and 1903 from the "Annual Report of Superintendent of Public Works, New York State," 1903.[11]"The St Lawrence River and the Great Lakes whose waters flow through it into the Atlantic form a continuous waterway extending from the Fond du Lac, at the head of Lake Superior, to the Straits of Belle Isle, a distance of 2,384 miles.... Emptying into the St Lawrence ... are the Ottawa and Richlieu Rivers, the former bringing it into communication with the immense timber forests of Ontario, and the latter connecting it with Lake Champion in the United States. These rivers were the thoroughfares in peace and the base lines in war for the Indian tribes long before the white man appeared in the Western Hemisphere.... The early colonists found them the convenient and almost the only channels of intercourse among themselves and with the home country.... The St Lawrence was navigable for sea-going vessels as far as Montreal, but between Montreal and the foot of Lake Ontario there was a succession of rapids separated by navigable reaches.... The head of navigation on the Ottawa River is the city of Ottawa.... Between this city and the mouth of the river there are several impassable rapids. The Richlieu was also so much obstructed at various points as to be unavailable for navigation.... The canal system of Canada ... has been established to overcome these obstructions by artificial channels at various points to render freely navigable the national routes of transportation."—"Highways of Commerce," issued by the Bureau of Statistics, Department of State, Washington.[12]The use of a larger type of canal boat is generally regarded as an essential part of the resuscitation scheme. But of the narrow boats now in active service in the canals of the United Kingdom there are from 10,000 to 11,000. What is to be done with these? If they are scrap-heaped, and fresh boats substituted, we increase still further the sum total of the outlay the scheme will involve.[13]At the Society of Arts' Conference on Canals, in 1888, Mr L. F. Vernon-Harcourt said:—"The statistics show that great caution must be exercised in the selection of canal routes for improvement, if they are to prove a commercial success, and that the scope for such schemes is strictly limited. Any attempt at a general revival and improvement of the canal system throughout England cannot prove financially successful, as local canals, through thinly populated agricultural districts, could not compete with railways. These routes alone should be selected for enlargement of waterway which lead direct from the sea to large and increasing towns like the proposed canal from the Bristol Channel to Birmingham, or which, like the Aire and Calder Navigation and the Leeds and Liverpool Canal, are suitably set for the conveyance of coal and general bulky goods to populous districts. One or two through routes to London from manufacturing centres, or from coal-mining districts, might have a prospect of success, provided the existing canals along the route could be acquired at a small cost, and the necessary improvement works were not heavy."[14]There are even those who argue that the resuscitated canals should be toll free.
[1]That canals also played their part in the transport of passengers a hundred years ago is shown by the following items of news, which I take fromThe Timesof 1806:—Friday,December19, 1806."The first division of the troops that are to proceed by the Paddington Canal for Liverpool, and thence by transports for Dublin, will leave Paddington to-day, and will be followed by others to-morrow and Sunday. By this mode of conveyance the men will be only seven days in reaching Liverpool, and with comparatively little fatigue, as it would take them above fourteen days to march that distance. Relays of fresh horses for the canal boats have been ordered to be in readiness at all the stages."Monday,December22, 1806."Saturday the 8th Regiment embarked at the Paddington Canal for Liverpool, in a number of barges, each containing 60 men. This regiment consists of 950 men. The 7th Regiment embarked at the same time in eighteen barges: they are all to proceed to Liverpool. The Dukes of York and Sussex witnessed the embarkation. The remainder of the brigade was to follow yesterday, and Friday next another and very considerable embarkation will follow."
[1]That canals also played their part in the transport of passengers a hundred years ago is shown by the following items of news, which I take fromThe Timesof 1806:—
Friday,December19, 1806.
"The first division of the troops that are to proceed by the Paddington Canal for Liverpool, and thence by transports for Dublin, will leave Paddington to-day, and will be followed by others to-morrow and Sunday. By this mode of conveyance the men will be only seven days in reaching Liverpool, and with comparatively little fatigue, as it would take them above fourteen days to march that distance. Relays of fresh horses for the canal boats have been ordered to be in readiness at all the stages."
Monday,December22, 1806.
"Saturday the 8th Regiment embarked at the Paddington Canal for Liverpool, in a number of barges, each containing 60 men. This regiment consists of 950 men. The 7th Regiment embarked at the same time in eighteen barges: they are all to proceed to Liverpool. The Dukes of York and Sussex witnessed the embarkation. The remainder of the brigade was to follow yesterday, and Friday next another and very considerable embarkation will follow."
[2]Illustrations of the Origin and Progress of Rail and Tram Roads, and Steam Carriages, or Locomotive Engines. By T. G. Cumming, Surveyor, Denbigh, 1824.
[2]Illustrations of the Origin and Progress of Rail and Tram Roads, and Steam Carriages, or Locomotive Engines. By T. G. Cumming, Surveyor, Denbigh, 1824.
[3]A Letter on the subject of the projected Rail-road between Liverpool and Manchester, pointing out the necessity for its adoption, and the manifest advantages it offers to the public; with an exposure of the exorbitant and unjust charges of the Water-Carriers. By Joseph Sandars, Esq., Liverpool, 1825.
[3]A Letter on the subject of the projected Rail-road between Liverpool and Manchester, pointing out the necessity for its adoption, and the manifest advantages it offers to the public; with an exposure of the exorbitant and unjust charges of the Water-Carriers. By Joseph Sandars, Esq., Liverpool, 1825.
[4]Mersey and Irwell Navigation.
[4]Mersey and Irwell Navigation.
[5]Another of the speakers, Mr Gordon C. Thomas, engineer to the Grand Junction Canal Company, said that "notwithstanding the generous expenditure on maintenance, and the large sums recently spent upon improvements, the through traffic on the Grand Junction was only one-half of what it was fifty years ago, and now the through traffic was in many cases unable to pay as high a rate as the local traffic."
[5]Another of the speakers, Mr Gordon C. Thomas, engineer to the Grand Junction Canal Company, said that "notwithstanding the generous expenditure on maintenance, and the large sums recently spent upon improvements, the through traffic on the Grand Junction was only one-half of what it was fifty years ago, and now the through traffic was in many cases unable to pay as high a rate as the local traffic."
[6]In the evidence he gave before the Royal Commission on Canals and Waterways on 21st March 1906, Sir Herbert Jekyll, Assistant Secretary to the Board of Trade, said (as reported inThe Timesof 22nd March):—"One remarkable feature was noticeable—that, although the tonnage carried rather increased than diminished between 1838 and 1848, the receipts fell off enormously, pointing to the conclusion that the railway competition had brought about a large reduction in canal companies charges. It was also noteworthy that on many canals the decrease in receipts had continued out of all proportion to the decrease, if any, in the tonnage carried."
[6]In the evidence he gave before the Royal Commission on Canals and Waterways on 21st March 1906, Sir Herbert Jekyll, Assistant Secretary to the Board of Trade, said (as reported inThe Timesof 22nd March):—"One remarkable feature was noticeable—that, although the tonnage carried rather increased than diminished between 1838 and 1848, the receipts fell off enormously, pointing to the conclusion that the railway competition had brought about a large reduction in canal companies charges. It was also noteworthy that on many canals the decrease in receipts had continued out of all proportion to the decrease, if any, in the tonnage carried."
[7]In Mr Saner's paper the Birmingham Canal navigations are classed among the "Independently-Owned Canals," and Mr Saner says:—"There are 1,138 miles owned by railway companies, which convey only 6,009,820 tons per annum, and produce a net profit of only £40 per mile of navigation. This," he adds, "appears to afford clear proof that the railways do not attempt to make the most of the canals under their control." But when the Birmingham Canal, with its 8,000,000 tons of traffic a year, is transferred (as it ought to be) from the independently-owned to the railway-controlled canals, entirely different figures are shown.
[7]In Mr Saner's paper the Birmingham Canal navigations are classed among the "Independently-Owned Canals," and Mr Saner says:—"There are 1,138 miles owned by railway companies, which convey only 6,009,820 tons per annum, and produce a net profit of only £40 per mile of navigation. This," he adds, "appears to afford clear proof that the railways do not attempt to make the most of the canals under their control." But when the Birmingham Canal, with its 8,000,000 tons of traffic a year, is transferred (as it ought to be) from the independently-owned to the railway-controlled canals, entirely different figures are shown.
[8]The fact that coal tipped into a canal boat would have a longer drop than coal falling from the colliery screen into railway waggons is important because of the greater damage done to the coal, and the consequent decrease in value.
[8]The fact that coal tipped into a canal boat would have a longer drop than coal falling from the colliery screen into railway waggons is important because of the greater damage done to the coal, and the consequent decrease in value.
[9]Fuller information respecting traffic conditions in Continental countries will be found in my book on "Railways and Their Rates."
[9]Fuller information respecting traffic conditions in Continental countries will be found in my book on "Railways and Their Rates."
[10]The figures for the years 1860 to 1890 are taken from the "Report of the Committee on Canals of New York State," 1900, General Francis V. Greene, chairman; and those for 1900 and 1903 from the "Annual Report of Superintendent of Public Works, New York State," 1903.
[10]The figures for the years 1860 to 1890 are taken from the "Report of the Committee on Canals of New York State," 1900, General Francis V. Greene, chairman; and those for 1900 and 1903 from the "Annual Report of Superintendent of Public Works, New York State," 1903.
[11]"The St Lawrence River and the Great Lakes whose waters flow through it into the Atlantic form a continuous waterway extending from the Fond du Lac, at the head of Lake Superior, to the Straits of Belle Isle, a distance of 2,384 miles.... Emptying into the St Lawrence ... are the Ottawa and Richlieu Rivers, the former bringing it into communication with the immense timber forests of Ontario, and the latter connecting it with Lake Champion in the United States. These rivers were the thoroughfares in peace and the base lines in war for the Indian tribes long before the white man appeared in the Western Hemisphere.... The early colonists found them the convenient and almost the only channels of intercourse among themselves and with the home country.... The St Lawrence was navigable for sea-going vessels as far as Montreal, but between Montreal and the foot of Lake Ontario there was a succession of rapids separated by navigable reaches.... The head of navigation on the Ottawa River is the city of Ottawa.... Between this city and the mouth of the river there are several impassable rapids. The Richlieu was also so much obstructed at various points as to be unavailable for navigation.... The canal system of Canada ... has been established to overcome these obstructions by artificial channels at various points to render freely navigable the national routes of transportation."—"Highways of Commerce," issued by the Bureau of Statistics, Department of State, Washington.
[11]"The St Lawrence River and the Great Lakes whose waters flow through it into the Atlantic form a continuous waterway extending from the Fond du Lac, at the head of Lake Superior, to the Straits of Belle Isle, a distance of 2,384 miles.... Emptying into the St Lawrence ... are the Ottawa and Richlieu Rivers, the former bringing it into communication with the immense timber forests of Ontario, and the latter connecting it with Lake Champion in the United States. These rivers were the thoroughfares in peace and the base lines in war for the Indian tribes long before the white man appeared in the Western Hemisphere.... The early colonists found them the convenient and almost the only channels of intercourse among themselves and with the home country.... The St Lawrence was navigable for sea-going vessels as far as Montreal, but between Montreal and the foot of Lake Ontario there was a succession of rapids separated by navigable reaches.... The head of navigation on the Ottawa River is the city of Ottawa.... Between this city and the mouth of the river there are several impassable rapids. The Richlieu was also so much obstructed at various points as to be unavailable for navigation.... The canal system of Canada ... has been established to overcome these obstructions by artificial channels at various points to render freely navigable the national routes of transportation."—"Highways of Commerce," issued by the Bureau of Statistics, Department of State, Washington.
[12]The use of a larger type of canal boat is generally regarded as an essential part of the resuscitation scheme. But of the narrow boats now in active service in the canals of the United Kingdom there are from 10,000 to 11,000. What is to be done with these? If they are scrap-heaped, and fresh boats substituted, we increase still further the sum total of the outlay the scheme will involve.
[12]The use of a larger type of canal boat is generally regarded as an essential part of the resuscitation scheme. But of the narrow boats now in active service in the canals of the United Kingdom there are from 10,000 to 11,000. What is to be done with these? If they are scrap-heaped, and fresh boats substituted, we increase still further the sum total of the outlay the scheme will involve.
[13]At the Society of Arts' Conference on Canals, in 1888, Mr L. F. Vernon-Harcourt said:—"The statistics show that great caution must be exercised in the selection of canal routes for improvement, if they are to prove a commercial success, and that the scope for such schemes is strictly limited. Any attempt at a general revival and improvement of the canal system throughout England cannot prove financially successful, as local canals, through thinly populated agricultural districts, could not compete with railways. These routes alone should be selected for enlargement of waterway which lead direct from the sea to large and increasing towns like the proposed canal from the Bristol Channel to Birmingham, or which, like the Aire and Calder Navigation and the Leeds and Liverpool Canal, are suitably set for the conveyance of coal and general bulky goods to populous districts. One or two through routes to London from manufacturing centres, or from coal-mining districts, might have a prospect of success, provided the existing canals along the route could be acquired at a small cost, and the necessary improvement works were not heavy."
[13]At the Society of Arts' Conference on Canals, in 1888, Mr L. F. Vernon-Harcourt said:—"The statistics show that great caution must be exercised in the selection of canal routes for improvement, if they are to prove a commercial success, and that the scope for such schemes is strictly limited. Any attempt at a general revival and improvement of the canal system throughout England cannot prove financially successful, as local canals, through thinly populated agricultural districts, could not compete with railways. These routes alone should be selected for enlargement of waterway which lead direct from the sea to large and increasing towns like the proposed canal from the Bristol Channel to Birmingham, or which, like the Aire and Calder Navigation and the Leeds and Liverpool Canal, are suitably set for the conveyance of coal and general bulky goods to populous districts. One or two through routes to London from manufacturing centres, or from coal-mining districts, might have a prospect of success, provided the existing canals along the route could be acquired at a small cost, and the necessary improvement works were not heavy."
[14]There are even those who argue that the resuscitated canals should be toll free.
[14]There are even those who argue that the resuscitated canals should be toll free.
WORKS BY EDWIN A. PRATT
THE TRANSITION IN AGRICULTURE
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