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New Orleans 
 Board of Trade, 
 Limited. 
 
 CORRESPONDENCE, 
 
 t I 
 
 REPORTS AND ADDRESSES, 
 
 ON THE SUBJECT OF THE 
 
 Commerdal and 
 Industrial Value 
 
 OF AN 
 
 Inter -Oceanic Canal. 
 
 New Orleans, 
 May, 1900. 
 
 / 
 
f ) 
 
 OFFICERS AND DIRECTORS 
 
 i * 
 
 7 5 
 
 OF THE 
 
 New Orleans Board of Trade, 
 
 LIMITED. 
 
 OFFICERS 1900. 
 
 UDOLPHO WOLFE, President. 
 
 J. HY. LAFAYE, 1st Vice Pres. JOHN FENNELLY, 2d Vice Pres. 
 HENRY KAHN, 3d Vice Pres. HY. H. SMITH, Secy, and Treas. 
 
 DIRECTORS. 
 
 Term Expiring January, 1901. 
 
 TTDOLPHO WOLFE. 
 HENRY KAHN. 
 FRED A. DICKS. 
 JACOB ADLER. 
 ROBERT B. JONES. 
 J. HENRY LAFAYE. 
 G. R. WESTFELDT, 
 BURR D. WOOD. 
 
 GUS LEHMANN. 
 
 JOHN T. GIBBONS. 
 
 E. F. KOHNKE. 
 
 JOLIN FENNELLY. 
 CHARLES M. MURRAY. 
 G. A. LANAUX. 
 
 CHAS. H. SCHENCK. 
 ALBERT P. NOLL. 
 
 Term Expiring 1902. 
 
 S. LOCKE BREAUX. 
 PRUDENT MALLARD. 
 NEVINS KIRKPATRICK. 
 LUCAS E. MOORE. 
 
 B. F. ESHLEMAN. 
 DANIEL H. HOFFMAN. 
 
 HENRY B. SCHREIBER. 
 JOSEPH KOHN. 
 
 JAS. J. CLARK. 
 PATRICK McCLOSKEY. 
 SAMUEL A. TRUFANT. 
 WALTER L. SAXON. 
 
 P33550 
 

 
 
 New Orleans Board of Trade, 
 
 LIMITED. 
 
 CORRESPONDENCE, REPORTS AND ADDRESSES 
 
 ON THE SUBJECT OF THE 
 
 Commercial and Industrial Value of an Inter-Oceanic Canal. 
 
 DEPARTMENT OE STATE, ISTHMIAN CANAL COMMIS- 
 SION, ROOM 75, CORCORAN BUILDING. 
 
 Washington, D. C., May 3, 1900. 
 Secretary Board of Trade, New Orleans, La.: 
 
 Dear Sir. — The Isthmian Canal Commission is making a thorough 
 investigation into the industrial and commercial value which an 
 Intei’-Oceanic Canal would possess. The committee entrusted with 
 this investigation has now been ait work for some time, and, as you 
 may know, is endeavoring to secure as complete information as it is 
 possible to obtain regarding the economic effects which the canal ) 
 would produce. Besides consulting statistical and other sources of 
 printed information, we are appealing to business men of itEe country 
 and to consular and diplomatic representatives abroad. We are also 
 asking the larger Chambers of Commerce and commercial organiza- 
 tions of the United States to co-operate with us in the investigation. 
 
 The general purpose and the basis and scope, as well as the methods 
 we have adopted, are indicated by the inclosed “Preliminary Plan.” 
 
 The manner in which we should like to have the New Orleans 
 Board of Trade assist us is as follows: We should like to have you 
 prepare for us a statement of the traffic, in-bound and out-bouhd, 
 which the merchants of the City of New Orleans would have by way 
 of an American Inter-Oceanic Canal. This statement should cover 
 the various classes of commodities, the volume of each class in tons, 
 and the approximate value of each class and for the total. 
 
 P33550 
 
6 
 
 New Orleans Board of Trade. 
 
 Accompanying- this tabular statement we should like to have you 
 call attention to the effects which the leading industries of ISiew 
 Orleans would derive fi’om the opening of the canal. That is to say, 
 we should like to have you point out the effects which would follow 
 the opening of a canal. 
 
 Wa recognize that this investigation is one that will involve con- 
 siderable labor and expense on the part of your Board. It involves 
 the assignment of the work either to your committee on foreign trade 
 or to some committee appointed for the purpose, which committee 
 would be required to devote some time to securing and collating the 
 information desired. 
 
 For the purpose of meeting the representatives of your organiza- 
 tion, and of those in other cities, I shall leave Washington next week, 
 on a trip to the seaports of the southeastern part of the United 
 States. I shall be in New Orleans Friday and Saturday, the 25th 
 and 26th of May, accompanied by Ex-Senator Pascoe, who is a mem- 
 ber of this commission and of the committee of which I am chairman. 
 I shall be pleased to have you bring this communication before the 
 Board of Directors, or the proper committee of your organization, 
 and arrange for me to meet them on Friday, the 25th. 
 
 Assuring you that the co-operation of such organizations as the 
 Board of Trade of New Orleans will be of much assistance to this 
 commission, I am veiy respectfully yours, 
 
 Emory E. Johnsox, 
 
 Chairman Committee on the Value of the Canal. 
 NEW ORLEANS BOARD OF TRADE, LIMITED. 
 
 New Orle.yxs, La., May Sth, 1900. 
 
 Professor Emory R. Johnson, Chairman Committee on the Value of 
 the Canal, Room 75, Corcoran Building- Washington, D. C.: 
 
 Dear Sir. — Your communication of May 3rd, with preliminary 
 plan enclosed, was duly received, and has had prompt attention. 
 
 I have appointed, on the part of the Board of Trade, a Special 
 Committee of forty-six gentlemen of acknowledged ability, list of 
 same herewith enclosed, with copy of letter sent them, showing the 
 importance of the matter in charge of this organization. 
 
 We are in hopes that the data will be ready, awaiting your arrival. 
 
 The committee will be pleased to have you and Ex-Senator Samuel 
 Pascoe address them on this important subject, .in which New 
 Orleans has always taken a very deep interest. 
 
 Yours very truly. 
 
 Udolpho Wolfe, 
 President. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 n 
 
 COPY OF LETTER ADDRESSED TO EACH MEMBER OF THE 
 
 COMMITTEE. 
 
 New Orleans Board of Trade, Ltd. 
 
 New Orleans, May 7th, 1900. 
 
 Dear Sir — 
 
 The Board of Trade is in receipt of a communication from the 
 United States Department of State asking that a special committee be 
 appointed and that certain infoianation be collated by the time of the ar- 
 rival of Professor Emory R. Johnson, Chairman of the Special Commit- 
 tee on the Value of the Isthmian Canal, who is accompanied by Ex- 
 Senator Samuel Pasco, also a member of the Commission. These gen- 
 tlemen will visit this city during the latter part of this month ; the 25th 
 and 26th ; they will investigate the advantages which will flow to this 
 city as a result of the construction of the canal. They will address our 
 special committee of the Board of Trade on the 25th of this month. 
 
 The object of this explanation is that I am desirous of adding your 
 name to the special committee of the Board of Trade, which is charged 
 with the important work mapped out for us by the commission referred 
 to. 
 
 In a matter of such great importance to the City of New Orleans, the 
 personnel of the committee should not be confined to the membership 
 of the Board of Trade. We need the assistance of representative men 
 in all lines, with suggestions as to the probable effect upon the com- 
 merce of the Mississippi Valley. 
 
 I hope you will accept servilce on this committee, of which Mr. Sam- 
 uel A. Trufant is Chairman, Hy. H. Smith is Secretary. 
 
 The committee will meet at 3 p. m. Tuesday, May 8th, at the room 
 of the Board of Trade for organization. If, for any reason, it is im- 
 possible for you to accept, please advise. 
 
 Yours very truly. 
 
 Udolpho Wolfe, President. 
 
s 
 
 New Orleans Board of Trade. 
 
 COMMITTEE APPOINTED BY THE NEW OELEANS BOAKD 
 OE TRADE, LIMITED, ON THE INDUSTRIAL AND 
 COMMERCIAL VALUE OE AN INTER-OCEANIC CANAL, 
 UPON REQUEST OE TLIE UNITED STATES DEPART- 
 MENT OF STATE: 
 
 Samuel A. Trufant. Chairman. 
 
 Henry G. Hester. 
 Norman McE. Walker. 
 Hunter C. Leake. 
 
 M. J. Sanders. 
 
 C. C. Harvey. 
 
 Wallace J. Bostick. 
 Garland Wolfe. 
 
 Prof. W. C. Stubbs. 
 
 R. F. Reynolds. 
 
 Charles Marshall. 
 
 James W. Porche. 
 
 Prof. B.'V. B. Dixon. 
 Hon. Paul Capdevielle. 
 W. F. Braggins. 
 Edmund L. Cope. 
 
 Leon Jastremski. 
 
 W. H. Masters. 
 
 Louis Cormier. 
 
 Paul Christian. 
 
 L. C. Fallon. 
 
 Simon Steinhardt. 
 
 J. R. G. Pitkin. 
 
 Thos. J. Woodward. 
 
 D. D. Colcock. 
 
 Wm. B. Bloomfield. 
 
 W. H. Matthews. 
 
 B. D. Wood. 
 
 Frank A. Daniels. 
 
 Hugh !McCloskey. 
 
 S. Locke Breaux. 
 
 Isidore Hechinger. 
 Charles Janvier. 
 
 Samuel Geoghegan. 
 
 Wm. P. Ross. 
 
 Frank W. Breedlove. 
 Jos. A. Ball. 
 
 Julius Keiffer. 
 
 Ferd. May. 
 
 George W. Kelley. 
 Charles E. Dirmeyer. 
 
 H. E. Des Bordes. 
 
 E. C. Pei’kins. 
 
 E. W. 'Wilmot. 
 
 Sidney Story. 
 
 J. M. Leveque. 
 
 Hy. H. Smith, Secretary. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 9 
 
 EEMARKS OF PRESIDENT UDOLPHO WOLFE IN CALLING 
 TO ORDER TILE MEETING HELD IN TILE BOARD OF 
 TRADE ROOMS MAY 25th, 1900, WHEN THE REPORTS 
 CONTAINED IN THESE PAGES WERE SUBMITTED. 
 
 Gentle^ien. — The object of this meeting is to receive the report of 
 the committee on the Industrial and Commercial Value of an Inter- 
 Oceanic Canal. We have with us to-day two distinguished citizens 
 from Washington, members of the Inter-Oceanic Canal Commission, 
 who are here to receive your report, and to address this meeting on 
 the subject. 
 
 Professor Johnson. — When your letter was received two short weeks 
 ago conveying to ithe Board of Trade the gratifying information that 
 you would pay us a visit, accompanied by"^ Senator Pascoe, we were 
 delighted. New Orleans always welcomes the stranger within her 
 gates, and when they come on a mission such as yours, they are 
 doubly welcome to this city and within these rooms. Llowever, when 
 you asked that we prepare for you a report upon the advantages ito 
 accrue to this city and section from the l^uilding fef an Isthmian 
 Canal, we were appalled at the labor which the formulaition of such 
 a report entailed. But so impressed were we with the importance of 
 the enterprise, and so dear has it always been to our hearts, that we 
 determined to undertake the work, feeling that should we fail we 
 would fail in a magnificent cause. It is true the time was short, and 
 the labor greaii, but in the experience of our Board of Trade the hour 
 and the occasion have always brought forth the men. 
 
 I immediately formed a committee selected from our own member- 
 ship, and called upon the newspaper editors, several prominent mem- 
 bers of other commercial instiitutions, as well as a few public-spirited 
 citizens, to lend us their aid. The committee numbered forty-six 
 members who responded quickly and earnestly. They organized by 
 dividing into sub-committees and parcelled out the work. To-day 
 they bring it here to you in completed form. How well they have 
 performed their duity, and how loyal they have been to their trust, 
 remains for you to determine. 
 
 I want to say that the Board of Trade has always taken a deep 
 interest in this subject of an Inter-Oceanic Canal. It has endorsed, Jc 
 time and time again, the route advocated by Senaitor Morgan, of 
 Alabama, but whatever route may be selected will make but little 
 difference to us, as any Isthmian Canal will greatly benefit the com- 
 merce and trade of this city and ithe country back of it. 
 
 I should like to address a few words to the members of the com- 
 mittee before I close. In the name of the Board of Trade, I thank 
 you for the magnificent work you have done. You have made a 
 record which will live after you; a work of which you and your 
 children will be proud. When these pages are gathered together and 
 have passed through the hands of the binder, they become the prop- 
 
10 
 
 New Orleans Board of Trade. 
 
 erty of the general government, and •will find a place in the archives 
 of the nation. I have faith in the influence for good -which your 
 work will exercise. I believe that an Istlunian Canal will be con- 
 structed, and that it Avill give new life to the commerce and cause the 
 upbuilding of ilhis port; and that New Orleans will, in the near 
 future, be the pride of the country. These i)roceedings will he re- 
 ported to the Directors of this Board who will, undoubtedly, cause a 
 record of their appreciation to be entered on the minutes of the 
 association, as a tribute ito your unselfish and most excellent work. 
 
 GENERAL REPORT, AS PRESENTED BY S. A. TRUFANT, 
 CHAIRMAN, ON THE INDUSTRIAL AND COIMMERCIAL 
 VALUE OE AN INTER-OCEANIC CANAL. 
 
 Mr. President, Ee present atives of the Department of State, and Gentle- 
 men — 
 
 Your committee, in reporting upon the value of an Inter-Oceanic 
 Canal, will deal with the question purely from a commercial poiirt of 
 view as to its probable effect upon the industries, domestic and foreign 
 commerce of the Vallies^of the Ohio, Mississippi, the Gulf ports and 
 the Southern States. We shall avoid any comparison of routes or any 
 discussion of international law or treaties to be hereafter determined 
 by our representatives in Congress. We have every confidence that 
 the policy of our government will continue to keep this Western 
 Hemisphere free for peaceful commerce, and that we shall not have 
 to ask the consent of anybody in Europe to pemiit access to our 
 markets through the American Canal for the combined commerce of 
 the world. We shall not argue the necessity of this Isthmian Canal 
 from a naval or militarj' point of view, but the delaj’s and risks in 
 bringing the Oregon around the Horn, and the extra time hazarded in 
 sending our troops by transport via the Suez Canal to the Philippines, 
 has impressed upon the minds of all classes of our people, the import- 
 ance of a naval hase of supplies in the Gulf of Mexico and the abso- 
 lute necessity for increased facilities in sending our flag and com- 
 mence to the Pacific (and trade always increases in proportion to 
 facililties). The effect of the Isthmian Canal will be, quoting Napo- 
 leon III, “Europe would gain 47 days in voyage to the West Coast of 
 America, and the United States would gain 62 days. To China and 
 Sidney, Europe would gain 29 daj's, and LTnited States 24 days.” 
 
 The Xondon Times said, in 1872, quoting from report of S. T. 
 Albert, civil engineer, “From Suez to Ceylon, the -winds are unfavor- 
 able. From Point de Galle to Swan river, terrible hurricanes sweep 
 the Indian Ocean. Along the Coast of New South Wales, violent 
 winds prevail from Westward, causing a prodigious sea to arise which 
 ncarlj'- precludes navigation in tha* direction.” This writer says, 
 further, “By way of Good Hope the route is beset by gales, rendering 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 11 
 
 the return voyage a matter of great uncertainty, whereas, by the 
 American I&’ihmus, going or returning, smooth seas may be counted 
 upon with precision.” In selecting a route for rapid voyage, naviga- 
 tors Avould likely be governed by facts of physical geography, and the 
 American route, hath going and coming, would have the preference. 
 It is not as rivals that the two routes should be com.pared, but as part 
 of the same system. The effedt of each (the Suez and American) is 
 doubled by the effect of both — one is favorable to outward bound, and 
 the other homeward bound. We shall consider the trade of England 
 and Continental Europe with the Orient via Suez, as against the pos- 
 sibilities of trade in raw cotton and manufacturers’ products from the 
 cotton States ; grain, flour, foodstuffs and hog products from the Mis- 
 souri river; agricultural machinery and coal from the Ohio river; 
 iron and coal from Alabama and Tennessee ; manufactured goods from 
 Chicago, St. Louis, Louisville and other large manufacturing centers ; 
 lumber from Texas, Louisiana, Mississippi and Florida, and the pos- 
 sibility of landing direct into these markets, with but one tranship- 
 ment, silks, teas, spices and fabrics of China, Japan, India and the 
 Pacific Islands, at perhaps one-third the cost via San Francisco and 
 rail. Figuring the cost of transportation by rail from San Francisco 
 to Chicago, three to six cents per ton, x^er mile; toll, Suez Canal, $2 
 per ton; against toll. Isthmian Canal, $1 per ton. 
 
 The cost of the Suez Canal was $80,893,665 ; average per 
 mile, $808,936. The saving in distance to the trade of 
 Europe via the Suez Canal to the Orient, was only 3,600 
 miles, and the value of conunerce likely to be effected was esti- 
 mated at only about $400,000,000. The Suez Canal was an experi- 
 ment ; the tonnage through the canal for 1869 was only 637,440 tons, 
 but increased to 8,500,000 Itons in 1891, and at this time the annual 
 income is something like $16,000,000. 
 
 In a Congressional report of 1897, we find the trade likely to pass 
 through the American Isthmian Canal, estimated in detail, giving a 
 total of $825,110,167, and competent authorities place the tonnage, for 
 the first twelve months, at 9,000,000 tons. But estimating 
 only 5,000,000 tons to start, (and it is safe to double that 
 in ten years), it is reasonably certain that at $1 per ton, 
 the total would yield, in that period, over $75,000,000. But 
 the most important consideration is the great saving to the 
 commercial world in interest, insurance on vessels and cargo, wear 
 and tear, wages and provisions. We find this item on basis of the 
 commerce of 1872, is figured at $50,000,000 per annum. Certainly, 
 with the. enormous increase in trade of to-day, $100,000,000 would 
 not be too much to estimate as a saving per annum. The voyage by 
 water from New Orleans to China and Japan would be shortened 
 about 5,000 miles; New York to gan Francisco shortened 8,267 miles; 
 New Orleans to San Francisco shortened 9,392 miles; New Orleans to 
 
12 
 
 Neiu Orleans Board of Trade. 
 
 Callao shortened 7,021 miles; New York to Callao shortened 5,80G 
 miles; New Orleans to the east point of the canal, taking the Nicar- 
 aguan route, would be only 1,300 miles ; west point of the canal to San 
 Francisco would be only 2,700 miles. 
 
 Certainly commerce will be affected by these great savings in dis- 
 tances. but to what e.Nllent American thrift, energy, enterprise and 
 inventive genius will revolutionize the slow and easy self-contented 
 and “happy-go-lucky” methods of these new foreign neighbors, can 
 only be predicated upon the facts which our report in detail will show 
 as to the expansion of our trade in the last ten years. On this subject, 
 “Bradstreet’s” says : 
 
 “It is now apparent that in all the great classes of our exports the 
 record of the year 1900 will exceed that of any earlier year. In the 
 nine months ending with March expoilts of agricultural products were 
 $18,000,000 greater than those of the corresponding months of 1899; 
 manufactures were $70,000,000 greater than were those of the same 
 months in the preceding fiscal year; products of the mine exceeded 
 those of the corresponding moniths of 1899 by 33 per cent. ; those of the 
 forest showed a like increase, and products of the fisheries and miscel- 
 laneous products also showed a gain over the corresponding months of 
 the preceding fiscal year. For the ten months of the present fiscal 
 year the exports aggregate $1,172,736,685. If the exponts in May and 
 June only equal those of 1899 a total of $1,363,000,000 of fiscal year 
 exports is probable, and the outlook at present is that this sum will be 
 under rather than over the mark, making it plain that the prediction 
 in these columns some months ago of a total of $1,350,000,000 of ex- 
 ports will be below rather than above the actual outcome.” 
 
 England’s trade increased enormously from the adoption of steam 
 in transpoUtation and as an aid in the manufacture of fabrics, but the 
 following quotations from consular reports of May, will be interesting 
 in this connection. In a recent report United States Consul James 
 Boyle, at Liverpool, says in relation to the superiority of American 
 manufactures : 
 
 “There have recently been a number of communications and articles 
 in the Liverpool papers drawing attention to the fact that American 
 manufacturers, particularly in specialties, had been accepted by 
 English purchasers in preference to those of home production 
 * * * American manufacturers can now find plenty of champions 
 in England who base their support on the ground of actual superiority, 
 both of workmanship and adaptability. This concession, the Consul 
 continues, has just been significantly emphasized by the publication 
 in semi-ofiicial form of the follow^g letter received by ithe Liverpool 
 Chamber of Commerce from a well known business man :” 
 
 “I desire to submit for your consideration a summary of the obser- 
 vations which I have made during n^ close association with colonials 
 for a period of seven years spent in Africa, Australia, and Canada, 
 and during a brief visit to the States. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 13 
 
 “I have found tliat American and German manufacturers are grad- 
 ually ousting us from all these markets. This truth, irrefutable from 
 statistics, is scarcely api)reciated at a time of world-wide prosperity, 
 but it will make itself unpleasantly obvious when the inevitable 
 reaction sets in.” 
 
 In reference to European and American competition, Mr. E. L. 
 Harris, our Consular agent at Eibenstock, Germany, reports that; 
 
 A recent article by George Wenlersse in the Grande Revue says, 
 in part : 
 
 “The danger is already at our threshold and is making itself felt. 
 Brutal figures prove this fact most conclusively. A revolution which 
 will change the commercial balance of power is taking place before our 
 eyes. Until recent years, the Americans have- been the best customers 
 of European industries; they are now our competitors, and in very 
 many branches have beaten us in the world’s markets.” 
 
 Mr. Wenlersse pays especial attention to the foothold which Ameri- 
 can manufacturers have gained in the far East. The United States 
 has succeeded in flooding China and Japan with guns, leather products 
 of all kinds, machines of every description, electrical motors, etc. 
 
 “Gradually the Americans are pushing their way into the British 
 colonies. The last railroad built in India has American rrfils. Ameri- 
 can manufacturers export their iron and motors, their machinery, and 
 galvanic wires to Cape Colony. Egypt, too, has Philadelphia bridge 
 builders on the scene. Three hundred railroad coaches have found 
 their way from Jersey City into the land of the Pharaohs, and elec- 
 trical tramways are forged in the foundries of Pittsburg ito connect 
 Cairo with the pyramids. Even Europe is not safe against the inva- 
 sion of American goods. Russia, France, Germany, and Italy must 
 pay tribute. England herself buys American locomotives, steel rails, 
 paper ware, railroad coaches, and even coal. Sheffield, the home of the 
 steel industry, has been dethroned by Pittsburg. It would be frivolity 
 itaelf to remain indifferent to the expansion of this leviathan people.” 
 
 We have reached our present position without special effort on the 
 part of our manufacturers. Our export trade is in its infancy. 
 
 If this be the case, under present e.xpensive methods of transporta- 
 tion, what would result from the completion of an Isthmian Canal 
 (especially by way of Nicaragua), and the resulting decrease freight 
 charges especially for bulky articles of trade? 
 
 The growth of our railroad system, the opening to navigation of our 
 interior waterways, improvement of our harbors and passes, has 
 brought this whole country into an intimate exchange of the products. 
 The rivers, having their natural outlet into the Caribbean sea and 
 Gulf of Mexico, bring into commercial union all the commodities of 
 the world. The entire area of basin drained into these two seas, ac- 
 cording to Berghaus’ map, is 4,245,000 square miles, and Lieutenant 
 Maury refers to these two American seas as the heart of the continent ; 
 
14 
 
 New Orleans Board of Trade. 
 
 cut ail artery (through the Isthmus), and we shall supply from this 
 heart a stream of life, of commerce to the west coast of North and 
 South America and over the Pacific ocean, like another gulf stream 
 bearing the fruits of American industry, American genius and 
 American civilization, to the shores of the Orient, and beyond ithe 
 walls of China, trade will carry with it harmonizing influences and 
 enlightenment ; and what is Christianity, but love — love which is born 
 of knowledge and confidence ? 
 
 Mr. President, your committee have found it quite impossible to 
 furnish, in the short time accorded us, all the data requested by the 
 Department of State. However, we have allotted the work to four 
 sub-committees. 
 
 Mr. Henry G. Hester, secretary of the New Orleans Cotton 
 Exchange, has prepared a very interesting report, showing the prob- 
 able effect of an American Canal on our cotton industry. No man is 
 better qualified to speak wuth authority on this subject, and his 
 presentation will be entirely an original document, as statistical in- 
 formation of such value could not be obtained from any other 
 source. 
 
 ilr. Norman Walker, a leading editorial writer on the Titnes-Demo- 
 crat, with the assistance of Mr. Garland Wolfe and others of his com- 
 mittee, will treat of exports and imports other than cotton. 
 
 Mr. J. Wallace Bostick, commercial editor The Picayune, with the 
 assistance of the representatives of our six trunk lines of railroads and 
 our river transportation lines, has elaborately presented our facilities 
 for bringing to New Orleans the agricultural, mineral and manufac- 
 tured products from the valleys of the Mississippi, Ohio and Missouri. 
 
 Mr. M. J. Sanders, with Mr. L. C. Fallon, Captain Cope and others, 
 has presented the question as it relates to ocean traffic. 
 
 In these appended reports we have endeavored to treat on the fol- 
 lowing subjects: 
 
 First.^ — Trade of countries on Pacific coast of South America. 
 
 Second. — Trade of islands in Pacific. 
 
 Third.- — Trade of Japan, China, etc. 
 
 Fourth. — Present proportion of trade from Pacific ports of South 
 America, Islands of the Pacific, Japan, China, etc., with United 
 States. 
 
 Fifth. — Character of goods received at and shipped from United 
 States. 
 
 Sixth. — What part of such goods may be supjdied from or is con- 
 sumed by the Mississippi arid Ohio valleys and Southern States. 
 
 Seventh. — Effect of canal in bringing about close direct relations 
 between the Mississippi and Ohio valleys via New Orleans, and, in 
 fact, entire sections tributary to New Orleans and other gulf ports. 
 
 Eighth. — New Orleans, practically the gateway for goods via the 
 canal, now does a small business with Pacific ports and countries by 
 
15 
 
 Report on C om.mercial Value of an Inter-Oceanic Canal. 
 
 reason of unfavorable location. With the American Canal our loca- 
 tion will be all' that could be desired. 
 
 Ninth. — Probable development of manufactures in the Ohio and 
 Mississippi valleys and the South by reason of enormously increased 
 trade relations with countries to be reached through the American 
 Canal. 
 
 Tenth. — Trade in coal and lumber. 
 
 Eleventh. — Cotton goods. 
 
 Twelfth. — Iron and manufactures of. 
 
 Thirteenth. — Eeduction of distance between United States and 
 consumers of the far East will be a natural protection for American 
 goods and largely contribute towards bringing to us much of the 
 trade now enjoyed by England, Germany and other European 
 countries. 
 
 Fourteenth. — Cheaper goods means increased trade, and it may be 
 reasonably expected that by reason of the impetus from this cause, 
 trade of the Pacific countries as a whole, and particularly with the 
 United States, will be enormously enlarged. 
 
 Fifteenth. — While the United States as a whole will be enor- 
 mously benefitted. New Orleans must, as a naturally leading ship- 
 ping point, reap a large share. 
 
 Sixteenth. — Water competition from New Orleans via the canal 
 will act as a freight regulator for shipments via Pacific coast, as the 
 Mississippi river now does to shipments across the countiy east- 
 ward. 
 
 Seventeenth. — While the increased trade relations with the Pacific 
 ports and countries will greatly enlarge traffic by all routes — rail and 
 canal — the people of the entire West and South will be correspond- 
 ingly benefitted. 
 
 Eighteenth. — The canal will not unfavorably affect transconti- 
 nental lines, since, besides having a growing local business, they 
 will not only find that enlarged by the increased prosperity of their 
 respective sections, but will have a share of the enormous flow of 
 business, which must inevitably result from the closer relations be- 
 tween the United States and Pacific imrts and countries. 
 
 Nineteenth. — Finally, New Orleans, from her location, will stand 
 towards such cities as St. Louis, Kansas City, Cincinnati, Louisville, 
 etc., and the sections tributary thereto, for the Pacific trade, as New 
 York now stands to the country in relation to traffic across the 
 Atlantic. 
 
 Note. — Your committee desires to acknowledge the co-operation 
 of Mr. William Peer, librarian Howard Memorial Library, who has 
 placed at our disposition, from the records of the library, a valuable 
 collection of data on this subject. 
 
16 
 
 New Orleans Board of Trade. 
 
 REPOET OF THE SUB-COMMITTEE ON TFIE COTTON 
 TRADE OF THE UNITED STATES, AND AN 
 ISHMIAN CANAL. 
 
 As a great cotton market New Orleans and the section tributary 
 therto, as well as the other Gulf ports and the country adjacent, will 
 be largely benefitted by the compleixon of an Isthmian Canal. The re- 
 markable growth of the cotton industry of Japan, which is still in its 
 infancy, is an earnest of what may be expected in the future in the 
 way of a demand for raw cotton to feed the mills of the far East. 
 
 Given in bales of 500 pounds each, statistics show that in 1887 Japan 
 imported the equivalent of 28,400 bales of raw cotton; by 1895 the 
 total Irad risen equal to 380,000 hales, and by 1898 to 660,000 bales. 
 
 In 1895 China furnished 57.3 per cent of the total imports of raw 
 cotton into Japair, Britisli India 32.5 per cent, the L'nited States 8.4 
 per cent and other countries 1.8. In 1898 the impoi"ts from China liad 
 dropped to 11.1 per cent, while those from British India had increased 
 to 56.3 and from the United States to 30.8, other couirtries remaining 
 stationary at 1.8. 
 
 We are unable lio obtain full data for the current year, but the 
 facts when known will undoubtedly show a still greater improvement 
 in favor of the use of American cotton. In 1898, according to a table 
 recently published by the Bureau of Statistics of the Treasury De- 
 partment, from which the above percentages are taken, the L'nited 
 States contributed ito Japan’s imports tire equivalent of 203,000 bales. 
 For the first eiglit months of the current season, we have ex^jorted to 
 Japan about 300,000 bales. 
 
 The poor results obtained from other cotton, especially that of 
 China, leads our Eastern neighbors towards increased favor of that 
 grown in this country. 
 
 For so buUvy an article water transportation is of the greatest 
 moment, the item of freight involving so heavy a percentage to cost 
 that its increase or decrease determines, to an unusual degree, the 
 question of destination. It is for this reason that an Isthmian 
 Canal, by affording an all-water route and cheaper freight rates to the 
 countries of the East, will not only largely increase their consump- 
 tion of our raw cotton, which on the whole is the most desirable of any 
 description gro-nm, but will lead to the greatest percentage of it being 
 shipped by the Gulf ports. The current season illustrates what will 
 probably result from an Isthmian Canal. Of the 300,000 bales given 
 above as shipped this season, 169.000 went from the United States 
 ports on the Pacific, 87,000 from Gulf ports (New Orleans, Galveston 
 and Pensacola), and 44,000 from Atlantic ports (New York and 
 Savannah). The cotton via the the Pacific ports stood the rail trans- 
 portation westward overland from the cotton fields, and thence by 
 water across the Pacific. That from Gulf and Atlantic ports crossed 
 
Report on Commercial Value of an Inter-0 ceanic Canal. 
 
 11 
 
 the Atlantic ocean, passing through ithe Suez Canal to final destina- 
 tion, bearing water transportation, much in excess of that via an 
 Isthmian Canal, if built. Both routes tremendously long and enor- 
 mously expensive. If trade can increase under such conditions, what 
 will it be under the favoring results of an Isthmian Canal? 
 
 But while the cotton planters of the South, and the Southern ports 
 (especially those of the Gulf), would reap great benefits from 
 improved demand and increased shipments of the raw material, by far 
 the greatest benefits would be derived through the manufactured 
 article. At i^resent the export of cotton goods from the United States 
 is a drop in the bucket compared with that of other countries. Aside 
 fro-m home consumption, the manufacturers of Europe export some- 
 thing like, $476,000,000 in values of cotton goods. The United States 
 exports (in round figures) but $24,000,000, and even that total is far 
 above the average of the past ten years, for in 1890 it was but 
 $10,000,000; in 1895, $14,000,000; in 1898, $17,000,000, and in 1899, 
 $24,000,000. Round figures are given because they conduce to a 
 clearer comprehension of facts, as a whole. But we are more directly 
 interested in the cotton goods trade with the far East, and the effect 
 thereon of an Isthmian Canal. We have nolt convenient tlie figures of 
 this trade from Continental Europe. Those of Great Britain, how- 
 ever, will be sufficient for our pui-pose. 
 
 In 1899 Great Britain exported, of all kinds of cotton goods, to the 
 value of £67,556,000, or say over $330,000,000. Of this total 
 £58,931,000 were piece goods and yarns. Forty-two and 
 sixty-four one hundreths per cent, of the piece goods were 
 to British East India, and 16.06 per cent, were to China, Japan, 
 Java, etc., or say in all 68.70 per cent, were to the East. Of the 
 exports of yam 19.41 per cent, were to British East India, and 11.21 
 per cent, to China, Japan, etc., making a total to ithe East of 30.62 
 per cent. In short. Great Britain shipped more than one-half of the 
 piece goods she manufactured, and nearly one-third of the yarns, to 
 countries which will be rendered easy of access to us by water on the 
 completion of an Isthmian Canal. This trade in piece goods and 
 yarns of Great Britain with the East, in 1899, was valued at over 
 32,000,000 pounds sterling, or more than $155,000,000, an amount ex- 
 ceeding fifty per cent, of the value of the United States cotton crop 
 of 1898-99. 
 
 It is this trade for which an Isthmian Canal will aid us to success- 
 fully compete. To-day its value to us is not quite twelve and a 
 quarter millions of dollars, or less than eight one hundreths of what 
 Great Britain enjoys. And yet we have the advantage of location of 
 raw material, practically at the mill doors (especially in the South), 
 the latest improved machinery and labor-saving apparatus in our 
 mills, and the most intelligent and able class of labor, which, if paid 
 higher than that of foreign countries, yields greater returns in both 
 quantity and quality of work. 
 
18 
 
 Neiu Orleans Boar-d of Trade. 
 
 Great Britain paid, in 1899, £30,470,000, or say about $148,000,000 
 for raw cotton, and from that she manufactured goods to the extent 
 of about £85,000,000, or say about $413,000,000, the difFerence repre- 
 senting wages for British workmen, interest on capital invested in the 
 cotton milling industry, and profit. Kearly five-sixths of this was 
 from American cotton. A fair estimate will show as much more for 
 Continental Europe. 
 
 It is to secure a part of this handsome excess over the cost of the 
 raw material that it is desirable the manufacturer of American cot- 
 ton should be placed on a healthier and more lasting basis. To do 
 this we must have a more favorable outlet for exports, and none can 
 be found better than through facilities afforded by an Isthmian 
 Canal. The American mills, ISTorith and South, took, in the year 1890, 
 2,346,000 bales, and of this the census of that year tells us 2,259,000 
 bales were consumed. In 1899 American mills consumed 3,589,000, 
 or 1,330,000 bales more. Our mills now turn out more goods than 
 necessary for this country alone, and it is essential to their prosperity 
 that export facilities be had that will enable them to compete success- 
 fully with other countries in the great markets of the world, especially 
 those of the far East. To the Southern States particularly, which 
 have increased their consumption from 547,000 bales, in 1890, to 
 1,400,000, in 1899, and give promise of still greater progress in the 
 near future, an outlet through an Isthmian Canal is of the last im- 
 portance. Given such an outlet, affording cheap competitive transpor- 
 tation and ready foreign markets in the Pacific countries, and the 
 entire cotton manufacturing industry of the United States, will reap 
 substantial benefit. The hundreds of millions of dollars thus in- 
 vested will be made to yield safe and profitable returns and ample 
 room will be afforded for doubling the industry. Without a proper 
 export outlet a serious clash between the manufacturers of the South 
 and other sections is inevitable sooner or later. 
 
 The South, as stated, is steadily and largely increasing her capacity 
 as a manufacturer of her own cotton. In a few years this section will 
 exceed the rest of the country. Either a safe and healthy outlet over 
 and above the domestic demand must be afforded the increased output, 
 or ithe result must be disastrous to the industry. As stated before, 
 this outlet is now but a drop of water to many gallons, compared to 
 what it should be. With an Isthmian Canal the Gulf ports would 
 prove the natural channels of large quantities of the goods trans- 
 ported to Pacific countries, and they, in common with the Southern 
 States, are directly and deeply interested. 
 
 To-day the raw material is transported over tliree thousand miles 
 across the Atlantic, there manufactured and then sent in its altered 
 form to its final destination in the far East. From Europe via the 
 Suez Canal to many important points in the East is shorter than from 
 the United States via an Isthmian Canal, but with exceeding 4,000 
 
Report on Coifimercial Value of an Inter-Oceanic Canal. 
 
 19 
 
 miles from the cotton helds of America to Europe added, over wliich 
 the bulky raw material must he transported to the foreign manufact- 
 urer, the advantage of location is decidedly in our favor. It is a 
 natural protection that would weigh heavily in securing to us victory 
 in the competition for trade. Kew Orleans, Galveston, ilobile, Pensa- 
 cola, and, in fact, every Southern city and every Southern State; their 
 merchants,, farmers and manufacturers, have their future welfare 
 closely allied to the successful completion of an Isthmian Canal. It 
 means increase in values to the extent of many thousand millions of 
 dollai's, bringing in their train happiness and prosperity to the nation 
 at large, such as, it has never yet known, even with the wonderful 
 advances shown in the past. 
 
 IIbnry G. Hester, 
 Chairman Suh-Committee. 
 
 EEPORT OF THE SUB-COMMITTEE OH IMPORTS AND 
 EXPORTS OTHER THAN COTTON. 
 
 The countries that will be affected by the construction of an Isth- 
 mian Canal, as far as New Orleans is concerned, are all those on the 
 Pacific, east and north of Singapore, and the “Straits Settlements,” 
 including all those of the Pacific coast of North and South America, 
 all the islands of the Pacific, including Japan, the Philippines, New 
 Zealand, Australia, Java and the other Dutch Indies. The distance 
 saved on the all-water route to these points ranges from 10,855 miles, 
 for Amapala in Central America to 4,351 miles for Valparaiso in 
 Chili. 
 
 For all points south or west of Singapore, the Suez Canal is, and 
 always will be, the shorter route by water from New’ Orleans. It may 
 be that American commerce will prefer the American canal, as the 
 route to the British East Indies, on account of its being the safer 
 and better even if not the shorter one; but, in calculating the ainount 
 of trade that will be affected by the consti'uction of an Isthmian 
 Canal, it would be best to figure on those countries only that will be 
 actually brought nearer to us by it. The following table gives the 
 total commerce of the Pacific that will be brought nearer to the ports 
 of the Gulf and the Atlantic by the consti’uction of a canal across the 
 Isthmus ; and of this trade we are likely to secure a much larger share 
 than we enjoy at present. The table also gives the amount of this 
 Pacific trade already handled by the United States, the difference 
 betw’een this and the total commerce representing the business that we 
 will be given a chance of competing for. By finding the character of 
 the goods and products embraced in this commerce, we can detei-mine 
 whether they originate or are likely to originate in the territiory tribu- 
 tary to New Orleans; and w’e can then detennine the chance this 
 city enjoys of getting a share of the trade that will be opened to the 
 United States by the canal. 
 
20 
 
 New Orleans Board of Trade. 
 
 Total imports. 
 
 Pacific coast of South America $83,977,448 
 
 Central America and Mexico 17,398,281 
 
 Asia on the Pacific 516,992,971 
 
 Islands of the Pacific 351,025,388 
 
 Pacific coast of North America 8,414,733 
 
 From U. S. 
 $5,847,262 
 7,978,489 
 42,849,109 
 26,997,875 
 4,710,048 
 
 Total 
 
 $977,808,821 $88,382,783 
 
 Total Exports. 
 
 Pacific coast of South America $101,867,266 
 
 Central America and Mexico 32,895,635 
 
 Asia on the Pacific 414,887,198 
 
 Islands of the Pacific 422,023,851 
 
 Pacific coast of North America 14,748,075 
 
 To U. S. 
 $8,158,013 
 11,992,110 
 69,331,290 
 29,875,015 
 4,486,234 
 
 Total $986,422,025 $123,812,662 
 
 Total imports .$977,808,821 
 
 Total exports 986,422,025 
 
 Total trade $1,964,230,846 
 
 Total imports from United States 88,382,783 
 
 Total exports to United States 123,842,662 
 
 Total trade with United States $212,225,445 
 
 This does not include the trade of the Pacific coast of the United 
 States, which can not be given for lack of the official figures. It 
 would certainly bring the total well over two billion dollars, about 
 equally divided between imports and exports. 
 
 The. figures given above are for the fiscal year ending June 30th, 
 1899. The commercial returns of the first nine months of the fiscal 
 year 1899-1900, indicate that the trade of the Pacific, and the share 
 of the United States therein, will be much larger this year than ever 
 before. Our exports to the countries of the Pacific, it now appears, 
 will exceed $100,000,000 for the first time. So the figures to date 
 clearly demonstrate. 
 
 Of the imports, given above, the following are of articles in which 
 New Orleans largely deals. This city, therefore, would have an excel- 
 lent chance to handle a very large share of the business of supplying 
 them to the countries of the Pacific : 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 21 
 
 Cotton, raw $33,684,000 
 
 Cotton goods and yarns 128,515,000 
 
 Iron, pig, or partly manufactured 41,063,000 
 
 Breadsibufis 23,692,000 
 
 Pork, beef and other “western produce” 19,986,000 
 
 Coal 22,443,000 
 
 Lumber, and manufactures of v/ood 34,772,000 
 
 Fertilizers 7,264,000 
 
 Agricultural machinery and implements 17,923,000 
 
 Total $329,342,000 
 
 It will be seen that the import trade of the Pacific is mainly in 
 those articles which are largely handled, or can be handled, here. New 
 Orleans already figures conspicuously in the export of breadsifcuffs, 
 “western produce” and fertilizers. Its lumber trade is considerable, 
 and can be easily enlarged. It is now exporting iron to Europe, and 
 can ship it equally well to the Pacific. While it handles a large quan- 
 tity of coal, it is not an exporter, but can be made so; indeed, the 
 chances are that the coal trade of this city will be one of its largest 
 items with an Isthmian Canal open. By the time that the canal shall 
 have been completed, those interior waterways, projected or already 
 begun, will be completed, and it will be possible to bring the coal, coke 
 and iron of Alabama and Tennessee to New Orleans by water, as it 
 is now possible to do from Pittsburg. The increasing scarcity of coal 
 in Europe, whence the Pacific countries obtain most of their fuel, and 
 the consequent advance in price, render it certain that the United 
 StaJtes will, in future, furnish a larger share of the coal used in the far 
 East. New Orleans ought to get a big slice of this business. 
 
 While the trade that will be brought within the reach of this city, 
 by the consitruction of a canal across the Isthmus, is immense, tlie 
 amount of that business it now handles is inconsiderable, and is 
 almost wholly hidden from view because it reaches here by so indirect 
 and circuitous a route, or appears to be coastwise traffic, of which the 
 government keeps few figures. 
 
 During the fiscal year ending June 30, 1899, the last for which we 
 have any figures. New Orleans shipped to Japan $444,696 worth of raw 
 cotton. Its other exports to Pacific countries bring the total up to 
 $868,513. The imports were only $368,644, nearly half being sugar 
 from Hawaii, matting and other J apanese and Chinese products. This 
 Oriental trade, therefore, appears as follows: 
 
 Exports 
 
 Imports 
 
 $868,513 
 . 368,644 
 
23 New Orleans Board of Trade. 
 
 The Pacific trade passing througli New Orleans is, however, much 
 larger than it appears to be, as the bulk of it is received here by rail 
 from San Prancisco, and distributed through this port, by rail or 
 steamer, to New York and oither Eastern ports, and vice versa. 
 
 This is well shown by a single item — tea. According to the 
 Treasury reports. New Orleans imported only 4,735 pounds of tea last 
 year, valued at $1,063 ; whereas, as a matter of fact, it shipped no less 
 than $38,148 worth of tea to New York alone, all of which had come 
 here from China or Japan, but by way of San Francisco. Similarly, 
 New Orleans does not import a pound of Lima wool, accordiirg to the 
 Treasury reports, yet it was able to ship $38,820 worth of that product 
 of the Pacific ito New York. Again, there passes through New 
 Orleans, each year, an average of $160,691 worth of whale-bone and 
 whale ivory, the product of the whale fisheries of the Northern 
 Pacific, as well as many thousands of dollars worth of seal skins. 
 These come from Alaska, and pass through New Orleans on their way 
 to London, the great seal skin and fur market of the world, but 
 appear in no commercial reports. 
 
 As for the produce of the Pacific coas't. of the United States, it does 
 not appear at all, being “coast-wise yet the shipments made to New 
 York alone include almonds, borax, canned goods, Peruvian bark, 
 champagne, ostrich feathers, raisins, salmon, wine and walnuts, from 
 California- Oregon and Washington, amounting to an average of 
 $1,423,297 each year. Records are kept of these shipments by the 
 railroad and steamship lines, although they do not figure in the 
 Treasury reports. 
 
 Of the receipts at New Orleans via San Francisco, other than 
 American territory, such as cloves, shellac, tea, whale-bone, and such 
 articles as come from the Pacific and can come only from there, the 
 average annual shipments from New Orleans to New York (not in- 
 cluded in the direct trade given elsewhere), are $678,100. 
 
 The known Pacific import trade of New Orleans, is; 
 
 Imported more or less direct from the Pacific (all foreign) . $368,644 
 Imported indirectly, through San Francisco, from the 
 
 Pacific coast of the United States 1,423,292 
 
 Imported indirectly, through San Francisco, from Foreign 
 
 countries on the Pacific 678,100 
 
 Total known imports from the Pacific, by way of New 
 Orleans $2,470,036 
 
 This does not include the shipments to the interior, to Chicago, St. 
 Louis and other points on the Mississippi, or the South, which would 
 bring the total up to well over three million dollars. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 23 
 
 Tlie export trade passing through Kew Orleans to the countries of 
 the Pacific can not be given wiith any accuracy except the direct 
 business already given. It is probable that as much goes to the East 
 as comes from here and there. The freight business of the Southern 
 Pacific Eailroad shows this, but it is impossible to tell just how much 
 of the freight carried oujt of the city by that road is destined for 
 California, and how much for countries beyond. 
 
 This dribbling trade is of little importance to Hew Orleans, as 
 compared with its present European business; but it is an indication 
 of what may be done with an Isthmian Canal. All the trade in sight 
 will noit, of course, be handled by Hew Orleans, but this city will, at 
 least, be given a chance of competing for it, and with the proper ener- 
 getic effoids, it must secure a large share. The West is now shipping 
 a large part of its produce through this port, as Avell as its breadstulfs ; 
 and as the countries of the Pacific need Ithese articles, what is more 
 natural than that New Orleans should do the exporting. The facili- 
 ties for handling lumber here and at adjacent ports on Mississippi 
 Sound are well known. The section around Hew Orleans supplies the 
 lumber needs of Central and South America, at least on the Alilantic 
 coast; but lumber is a bullcy article, costing a great deal to haul a 
 long distance, and it can not stand the high rates now demanded for 
 its transportaitdon to the Pacific. 
 
 We have already spoken of the opportunities Hew Orleans offers in 
 the exporting of coal and iron, with the canal open, and through 
 water transportation direct from the mines to the city. 
 
 No idea can be formed ait this day of what the import trade from 
 the Pacific will amount to. It will be seen that the imports and 
 exports of the Pacific countries about balance each otlier, and that the 
 people of the Orient pay for what they buy from itihe rest of the world 
 with their coffee, drugs, tea, spices, sugar, hemp, and other products. 
 We are likely, therefore, to increase our import trade with any in- 
 crease of our export business, for these people of the East have no 
 other way of paying for their goods ithan in kind. If New Orleans 
 can then increase its Pacific trade, it can be quite certain that it will 
 not be lopsided like our European commerce, all going in one direc- 
 tion, but that the imports will very nearly equal the exports, and ithat 
 New Orleans will become the distributing point, not only for the 
 produce of the great Mississippi Valley, destined for the countries of 
 ithe Pacific, but will distribute the tea, silk, coffee and other products 
 of China, Japan and all the East tliroughout the West and South. 
 As these sections include more than half the United States in popula- 
 tion and wealth, New Orleans as their port will be the chief bene- 
 ficiary from the construction of an Isthmian Canal. This fact has 
 long been recognized here, and, indeed, moi-e than fifty years ago. 
 
24 
 
 Neiu Orleans Board of Trade. 
 
 New Orleans was working earnestly for the construction of such a 
 canal, fully reali 2 ung the great impetus it would give to the city and 
 to all the region tributary to iit. 
 
 Norman McF. Walker, 
 
 Chairman Suh-Committee. 
 
 EEPORT OF THE SUB-COMMITTEE ON RAILROADS AND 
 OTHER TRANSPORTATION LINES. 
 
 In mapping out the work of the sub-committees the General com- 
 mittee has required that the sub-Committee on Railroads and other 
 Transportation lines should prepare statistics showing the volume of 
 traffic which the various transportation lines would probably handle 
 as a result of the opening of an Inter-Oceanic Canal, and the probable 
 influence of such a Canal on freight rates. If these instructions were 
 followed literally tliis special committee would be compelled to admit 
 that the task assigned them was absolutely impossible of fulfillment 
 as the probable influence of the proposed Canal on railroad traffic into 
 and out of New Orleans is entirely a matter of conjecture, although 
 it is generally believed that there will be a very material increase. 
 The probable effect on freight rates is even more problematical, al- 
 though anything calculated to shorten distances traveled and reduce 
 the amount of labor in handling must of necessity favorably affect 
 transportation charges. 
 
 The work of this sub-committee is further circumscribed by the fact 
 thaifc the task of noting the probable effect of the opening of inter- 
 oceanic communication upon general Commerce as well as ujxm 
 special industries all of which have an intimate relation to transporta- 
 tion problems has been entrusted to other sub-committees. Keeping 
 in view these limitations, only the facts and figures which are ad- 
 mittedly associated with the proper task of this committee are here 
 considered. 
 
 In all transportation problems the matter of distance is necessarily 
 i'lhe most important. If it can be shown that New Orleans is the 
 nearest of the Great Ports of the United States to the entrance of the 
 proposed Canal, it is but fair to suppose that other things being equal, 
 the lion’s share of the trade created by the opening of the Canal will 
 come here. A glance at the map will show that New Orleans has 
 easily the advantage of all other United States ports except possibly 
 the ports of the Gulf of Mexico, to all of which the distance from tlie 
 mouth of the proposed Canal differs immaterially. In the report of 
 the Foreign Affairs Committee of the United States Senate on the 
 Nicaragua Canal, submitted in 1894, the following table appears giv- 
 ing the distances from the leading ports of the world to the mouiih 
 of the proposed Canal; 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 25 
 
 To East! 
 
 From — • Entrance.' From — 
 
 To West 
 Entrance. 
 
 New York . . 
 Liverpool . . . 
 Hamburg . . , 
 Amsterdam . 
 
 Havre 
 
 Cadiz 
 
 New Orleans 
 
 2,021 Miles 
 4,769 ” 
 
 ,5,219 ” 
 
 4,994 ” 
 
 4,874 ” 
 
 4,220 ” 
 
 1,308 ” 
 
 San Francisco 2,776 Miles 
 
 Valparaiso 2,518 ” 
 
 Callao 1,531 ” 
 
 Portland 3,219 ” 
 
 Victoria 3,428 ” 
 
 These figures show that New Orleans is the nearest of all the great 
 porits not only of the United States, but of the world to the mouth of 
 the proposed Canal. The advantage over New York is over 700 miles, 
 and although the advantage over the Atlantic ports south of New 
 York is naturally less, it is nevertheless considerable. 
 
 New Orleans being by long odds the nearest port to the Canal and 
 for that reason likely ito profit the most by its construction, it is reason- 
 able to suppose that the railroads running into New Orleans having 
 an immense advantage over their competitors in the matter of shorter 
 distance should experience a material gain in their traffic. This gain 
 is likely to be the greater provided it can be shown that in addition to 
 being nearest to the mouth of the Canal, and therefore convenient to 
 ocean tonnage. New Orleans is also nearer to the centres 
 of production of the articles and products which are most 
 likely to seek distribution to foreign markets through the pro- 
 posed Canal. It is generally admitted that the articles which would 
 be mainly exported from this country through an Inter-Oceanic Canal 
 across the Isthmus are coal, iron, and all manufactures of iron, ma- 
 chineiy, agricultural implements, flour, grain, raw cottou, manufac- 
 tured cotton goods, lumber and building materials, and petroleum. 
 Such of these products as are now exported to the countries of the 
 west coast of South America and the far East commonly go through 
 New York via the Suez Canal as being the most convenient route, 
 although involving a long railroad haul to tide water in this country. 
 The great bulk of these pi’oducts which now go through the eastern 
 port would come to New Orleans if the Canal were open. The map 
 shows the advantage New Orleans has over New York in communica- 
 tion with points in most of the Southern States, and the following 
 table taken from a paper read by President Stuyvesant Fish of the 
 Illinois Central Eailroad before the United States Industrial Com- 
 mission gives I'the relative distances between New Orleans and New 
 York from most of the interior industrial and commercial centers, 
 showdng the advantage in actual number of miles New Orleans pos- 
 sesses over New York: 
 
2G 
 
 New Orleans Board of Trade. 
 
 Cliicajjo, III 
 
 HulutTi, Minn 
 
 Minneapolis, Minn 
 St. Paul, Minn..,. 
 Sioux City, Iowa.. 
 
 Omaha, Keb 
 
 Dubuque, Iowa. . . . 
 
 St. Louis, Mo 
 
 Peoria, 111 
 
 Cairo, 111 
 
 Evansville, liul.... 
 
 Louisville, Xy 
 
 Nashville, Tenn... 
 
 Denver, Col 
 
 Kansas City, Mo... 
 
 To 
 
 Xew York 
 
 To 
 
 X EW 
 
 Orleans. 
 
 Saving to 
 Xew 
 Orleans. 
 
 Miles. 
 
 Mile.s. 
 
 Miles. 
 
 912 
 
 912 
 
 0 
 
 i:i90 
 
 1337 
 
 .53 
 
 1332 
 
 1297 
 
 53 
 
 1321 
 
 1268 
 
 53 
 
 1422 
 
 1258 
 
 164 
 
 1492 
 
 1070 
 
 332 
 
 1079 
 
 988 
 
 91 
 
 1058 
 
 695 
 
 363 
 
 1006 
 
 860 
 
 146 
 
 1089 
 
 5.54 
 
 535 
 
 980 
 
 708 
 
 281 
 
 867 
 
 74G 
 
 121 
 
 939 
 
 557 
 
 382 
 
 1932 
 
 1356 
 
 570 
 
 1335 
 
 878 
 
 457 
 
 As far as the importation and exportation of the products consumed 
 or raised and manufactured in the entire central section of the coun- 
 try known as the Mississippi Valley, New Orleans ought by virtue of 
 her geographical position to control the hulk of the traffic which would 
 pass through the proposed Canal. The Mississippi Valley to every 
 portion of which our New Orleans railroads reach wdthout difficulty, 
 contains 1,240,000 square miles, or forty-one per cent, of the area of 
 the United States. In that valley dwell about 35,000,000 people, 
 very nearly one-half of the total population of the country. New Or- 
 leans is the natural tide water port for the entire Mississippi Valley, 
 and no other port in the United States has railroads wffiich reach so 
 far and in so many varied directions under single managements into 
 the interior of the*Continent. The area of the Mississippi Valley pro- 
 duces the great bulk of the coal, iron, lumber and other products 
 which would be requii-ed in the distant markets which the proposed 
 Inter-Oceanic Canal would open up. In the valley also are manufac- 
 tured the bulk of the machinery and agricultural implements which 
 would be required. The railroads of New Orleans., reach every part 
 of the territory which would supply the vast amount of raw cotton and 
 manufactured cotton cloth wdiieh the far East, and particularly Japan 
 and China, would take through the Canal route. 
 
 The excellent paper of President Stuyvesant Fish, from which we 
 have already quoted, furnishes the following summary of the railroad 
 mileage terminating at New Orleans and the territory the roads 
 traverse. Mr. Fish is an admitted authority in the matter and his 
 data can be safely accepted as the best available: 
 
27 
 
 Report on Commercial Value of an Inter-Oceanic Canal. 
 
 1. The Southern Pacific, operating 7,614 miles 
 
 and extending' through Louisiana, Texas, New Mex- 
 ico, Arizona and California to Portland, Oregon, 
 as well as through Nevada and Utah to Ogden, 
 with branches reaching into the Indian Territory 
 and the Republic of Mexico. 
 
 2. The Queen & Crescent Route, operating 1,155 miles 
 
 in Louisiana, Mississippi, Alabama, Tennessee and 
 Kentucky, and reaching Cincinnati, Ohio. 
 
 3. The Louisville & Nashville R. R., operating, in its 
 
 own name 2,988 miles 
 
 and controlling, throug'h an ownership 
 of stock, the Nashville, Chattanooga & 
 
 St. Louis R. R., which operates 1,189 miles 
 
 Making together 4,177 miles 
 
 The lines of these two companies lie in Lou- 
 isiana, Mississippi, Alabama, Florida, Tennessee, 
 
 Georgia, Kentucky, Illinois, and reach St. Louis 
 on the Westt, Cincinnati on the Northeast, as well 
 as all the lower crossings of the Ohio River, except 
 Cairo. 
 
 4. The Texas & Pacific Railway, operating in Louisiana 
 
 and Texas 1,492 miles 
 
 While this railway is affiliated with the Gould 
 System of Railroads which comprise in all 9,000 
 miles, reaching through Arkansas, Indian Terri- 
 tory, Missouri, Kansas, Colorado, and Nebraska to 
 Denver, Omaha, Kansas City and St. Louis, only 
 the mileage actually controlled by the comoration 
 operating in New Orleans, the Texas & Pacific Rail- 
 way Company, is considered in this connection. 
 
 5. The Yazoo & Mississippi Valley R. R., operating in 
 
 Louisiana, Mississippi, Arkansas and Tennessee . . 969 miles 
 
 6. The Illinois Central R. R., operating in Louisiana, 
 
 Mississippi, Alabama, Tennessee, Kentucky, Illi- 
 nois, Indiana, Wisconsin, Iowa, Minnesota and 
 South Dakota 3,679 miles 
 
 Railroad mileage tributary to New Orleans 19,086 miles 
 
 Of course this statement does not contain a list of the many thou- 
 sand miles of connections of the railro^ads of New Orleans which 
 would contribute not a little of the tonnage that would come here for 
 reshipment through the Inter-Oceanic Canal. 
 
28 
 
 New Orleans Board of Trade. 
 
 Mr. Fish’s statement also omits the ilobile & Oliio li. E., with its 
 882 miles of road, which also claims ISiew Orleans as a tenninal. 
 
 The opening of the proposed Canal would without doubt bring 
 thousands of vessels annually close to our shores in order to pass 
 through the Canal. These vessels would in nearly every case have to 
 till their bunlcers preparaitory to the long voyage in the Pacitic. The 
 Canal would therefore create a great coaling station at some of the 
 many West India poitis near its entrance. This demand for coal as 
 well as the large demand which always exists on the Pacitic coast and 
 in the far East would open up a new market for Alabama coal as well 
 as for Pittsburg coal, which can be so cheaply floated do\vn the Mis- 
 sissippi river. The development of the Alabama coal industry has 
 been remarkable. In 1889 the production of coal in Alabama reached 
 3,572,893 short tons, while in 1899 the production was 7,484,000 short 
 tons. 
 
 These figures point to almost limitless possibilities with respect to 
 the production of Alabama coal, Alabama and Tennessee ii'on. 
 
 The following statistics show the production of pig-iron and pipe in 
 Slie Tennessee and Alabama producing districts: 
 
 Pig Iron. Pipe Iron. 
 
 Tons. Tons. Total. 
 
 1896 (from May 1st) 592,419 67,413 659.832 
 
 1897 1,116,129 90,373 1,206,502 
 
 1898 1,341,181 123,519 1,464,700 
 
 1899 1,571,370 146,266 1,717,636 
 
 And the opening of the Nicaragua Canal would without doubt stim- 
 ulate that industry. It is also certain that vast quantities of Pittsburg 
 coal would come down the river to this port for shipment to the far 
 East or to the Pacific coast via the Canal. 
 
 As an interesting supplement to this report the following tables 
 (on tile by the New Orleans Picayune) showing the railroad traflic 
 of New Orleans for ten years past are given: 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 29 
 
 TEAFFIC OF TFTE RAILROADS. 
 
 Tables showing the great volume and steady growth of tonnage 
 handled by railroads running into Hew Orleans : 
 
 Forwarded, Received, 
 
 Season 1889-90— Pounds. Pounds. Total. 
 
 Southern Pacific 923,233,251 850,144,491 1,773,377,742 
 
 Texas & Pacific 541,775,000 4-49,560,000 991,335,000 
 
 Louisville & Hashville. . . . 564,350,200 396,001,600 960,351,800 
 
 Illinois Central 391,521,400 732,701,200 1,124,222,600 
 
 Mississippi Valley 231,177,208 789,984,361 1,021,161,569 
 
 New Orleans & Northea^t^n 277,175,498 756,337,000 1,033,512,498 
 
 Total 1889-90 2,929,232,557 3,974,728,652 6,903,961,209 
 
 F orwarded. Received, 
 
 Season 1890-91 — Pounds. Pounds. Total 
 
 Southern Pacific 1,002,998,491 1,022,032,190 2,025,030,681 
 
 Texas & Pacific 297,055,118 331,521,174 628,576,292 
 
 Louisville & Nashville.... 611,221,300 378,007,200 989,228,500 
 
 Illinois Central 394,962,700 719,882,600 1,114,845,300 
 
 Mississippi Valley 285,053,511 745,383,869 1,030,437,380 
 
 New Orleans & Northeast’n 349,148,000 897,572,000 1,246,720,000 
 
 Total 1890-91 2,940,439,120 4,094,399,033 7,034,838,153 
 
 Forwarded, Received, 
 
 Season 1891-92 — Pounds. Pounds. Total. 
 
 Southern Pacific 847,819,399 964,405,818 1,812,225,217 
 
 Texas & Pacific 309,389,994 455,498,152 764,888,146 
 
 Louisville & Nashville.... 615,684,200 423,562,400 1,039,246,000 
 
 Illinois Central 373,690,000 982,330,000 1,356,020,000 
 
 Mississippi Valley 217,997,255 1,154,793,897 1,372,791,152 
 
 New Orleans & Northeast’n 370,647,000 975,871,000 1,346,518,000 
 
 Total 1891-92 2,735,227,848 4,956,461,267 7,691,689,115 
 
 Forwarded, Received, 
 
 Season 1892-93 — Pounds. Pounds. Total. 
 
 Soulthem Pacific 593,739,836 824,055,882 1,417,795,718 
 
 Texas & Pacific 316,589,266 708,530,926 1,025,120,192 
 
 Louisville & Nashville.... 333,315,700 386,364,800 719,680,500 
 
 Illinois Central 501,361,800 953,087,800 1,454,459,600 
 
 Mississippi Valley 200,409,118 1,043,425,024 1,243,834,142 
 
 New Orleans & Northeast’n 477,126,000 1,020,550,000 1,497,676,000 
 
 Total 1892-93 2,422,541,720 4,936,024,432 7,358,566,152 
 
30 
 
 New Orleans Board of Trade. 
 
 Forwarded, Keceived, 
 
 Season 1893-94— Pounds. Pounds. Total. 
 
 Southern Pacific 647,021,594 776,786,230 1,423,807,824 
 
 Texas & Pacific 310,393,779 667,786,9-34 978,180,713 
 
 Louisville & Nashville 504,437,000 612,468,200 1,116,905,200 
 
 Illinois Central 466,490,000 1,215,942,000 1,682,432,000 
 
 Mississippi Valley 189,149,526 1,059,826,762 1,248,976,288 
 
 New Orleans & Northeast’n 467,348,800 720,254,000 1,187,602,800 
 
 TMal 1893-94 2,584,840,699 5,053,064,126 7,637,904,825 
 
 Forwarded, Received, 
 
 Season 1894-95 — Pounds. Pounds. Total. 
 
 Southern Pacific 709,191,653 954,262,320 1,663,453,973 
 
 Texas & Pacific 310,375,020 662,106,055 972,481,075 
 
 Louisville & Nashville.... 552,190,900 674,571,900 1,226,762,800 
 
 Illinois Central 470,042,000 1,486,362,000 1,956,404,000 
 
 Mississippi Valley 180,446,000 990,250,000 1,170,696,000 
 
 New Orleans & Northeast’n 396,137,000 767,288,000 1,163,425,000 
 
 Total 1894-95 2,618,382,573 5,534,840,275 8,153,222,848 
 
 Forwarded, Received, 
 
 Season 1895-96 — Pounds. Pounds. Total. 
 
 Southern Pacific 782,853,000 947,901,000 1,730,754,000 
 
 Texas & Pacific 304,756,517 819,345,896 1,124,102,413 
 
 Louisville & Nashville.... 571,838,300 679,582,800 1,251,421,100 
 
 Illinois Central 450,238,000 1,773,240,000 2,223,478,000 
 
 IMississippi Valley 189,046,000 900,266,000 1,089,312,000 
 
 New Orleans & Northeast’n 434,028,000 849,684,000 1,283,712,000 
 
 Total 1895-96 2,732,759,817 5,970,019,696 8,702,779,513 
 
 Fonvarded, Received, 
 
 Season 1896-97 — Pounds. Pormds. Total. 
 
 Southern Pacific 1,011,566,000 1,074,952,000 2,086,518,000 
 
 Texas & Pacific 351,990,986 841,267,515 1,193,258,501 
 
 Louisville & Nashville.... 544,555,300 669,290,900 1,213,846,200 
 
 Illinois Central 499,088,000 2,269,538,000 2,768,626,000 
 
 Mississippi Valley 198,854,000 949,686,000 1,148,540,000 
 
 New Orleans & Northeast’n 396,295,346 679,500,000 1,075,795,346 
 
 Total 1896-97 3,002,349,632 6,484,2.34,415 9,486,584,047 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 31 
 
 Forwarded, Keceived, 
 
 Season 1897-98 — - Pounds. Pounds. Total. 
 
 Southern Pacific 1,124,744,000 1,124,394,000 2,249,138,000 
 
 Texas & Pacific 341,443,896 1,410,767,009 1,752,210,905 
 
 Louisville & Nashville.... 548,677,600 759,473,500 1,308,151,100 
 
 Illinois Central 526,150,000 2,158,394,000 2,684,544,000 
 
 Mississippi Valley 205,882,000 1,468,270,000 1,674,152,000 
 
 New Orleans & Northeast’n 400,461,986 733,348,830 1,138,810,816 
 
 Total 1897-98 3,147,359,482 7,654,647,339 10,802,006,821 
 
 Forwarded, Eeceived, 
 
 Season 1898-99^ — Pounds. Pounds. Total. 
 
 Southern Pacific 1,417,458,000 1,384,654,000 2,802,112,000 
 
 Texas & Pacific 320,756,687 1,077,973,800 1,398,730,487 
 
 Louisville & Nashville.... 377,817,100 844,844,600 1,222,701,700 
 
 Illinois Central 494,908,000 2,150,120,000 2,645,028,000 
 
 Mississippi Valley 179,098,000 1,356,250,000 1,535,348,000 
 
 New Orleans & Northeast’n 391,414,596 938,171,451 1,329,586,047 
 
 Total 1898-99 3,181,452,383 7,752,05-3,851 10,933,506,234 
 
 Grouping the total tonnage handled by all the roads each year, the 
 following is the showing for the past decade: 
 
 Pounds Handled. 
 
 Season 1889-90 6,903,961,209 
 
 Season 1890-91 7,034,838,153 
 
 Season 1891-92 7,691,689,115 
 
 Season 1892-93 7,358,566,152 
 
 Season 1893-94 7,637,904,825 
 
 Season 1894-95 8,153,222,848 
 
 Season 1895-96 8,702,779,513 
 
 Season 1896-97 9,486,584,047 
 
 Season 1897-98 ‘ 10,802,006,821 
 
 Season 1898-99 10,933,506,234 
 
 Total 84,705,058,917 
 
 Hunter C. Leake, 
 Chairman Suh-Committee. 
 
32 
 
 New Orleans Board of Trade. 
 
 REPORT OF THE SUB-COMMITTEE OH OCEAH TOXHAGE. 
 
 The sub-committee appointed to ascertain the length of voy- 
 ages and possible difference in cost of transportation to various 
 ports on the Pacific via the Isthmian Canal, as compared with present 
 routes, and the advantages Hew Orleans will have gained by same, as 
 compared with other ports, report as follows ; 
 
 It is impossible to learn the rates of freiaht prevailing at all ports 
 in the time given to make this report, and as these are constantly 
 changing (the only ones quoted in circulars were for petroleum to 
 Java and Hong Kong). We therefore consider it best to give the 
 relative differences in distance between the respective ports as a guide 
 to wliat it would cost to transport freight by a large steamer whose 
 expenses would be $300.00 per day, and to take the distance from port 
 of departure to the Atlantic entrance to the canal, as from thence to 
 any port on the Pacific, the distance would be the same for all steam- 
 ers. Our estimate of time for voyage is made for a steamer doing 
 twelve knots. 
 
 IMstaiice in Miles frnjn the 
 
 Ports as Tinier to Atlantic 
 Entrance of Canal. 
 
 New Orleans.. 
 
 
 New York.... 
 
 
 Liverpool 
 
 
 flaniburji 
 
 .5219 “ 
 
 Amsterdam . . . 
 
 
 Havre 
 
 
 Cadiz 
 
 4220 “ 
 
 Diffei'i iioe in Fac in’ of New 
 Orleans in Miles. 
 
 713 miles 
 3461 
 3911 
 3686 
 3.666 
 2912 
 
 Xumber of Days for the 
 V oyage. 
 
 4 (hays 
 
 IT “ 
 
 Fraction 
 
 20 “ 
 
 of days not 
 
 17 “ 
 
 counted. 
 
 IT “ 
 
 * 
 
 15 “ 
 
 
 All these distances must be doubled for voyages out and home. 
 
 The above saving in distance and expense in favor of Hew Orleans 
 wdll serve us most in the trade with the west coast of Soutli America, 
 as we will be brought into close touch with ports where w'e have here- 
 tofore done no business, and with which the business via the Suez 
 Canal or around the Cape from Europe can not be brought into com- 
 petition. 
 
 In 1896, the vessels of the Pacific '.ilail Steamship Company, alone, 
 carried to Panama from the west coast of ^Mexico and Central 
 America no less than 564,049 sacks of coffee, of which only 73,986 
 sacks went to Hew A^ork, the rest going to Europe from Colon. From 
 the same sources of production upwards of 500,000 more sacks were 
 carried to Europe direct by way of the Straits of Magellan on tramp 
 steamers. 
 
 The Isthmian Canal would have enabled American vessels to divert 
 from Europe and bring to our Atlantic and Gulf ports, this immense 
 quantity of 1,000,000 sacks of superior coffee, and to return American 
 
Report on Commercial Value of an In.ler-Oceanic Canal. 
 
 33 
 
 goods in exchange ‘to the west coast of Mexico and Central America, 
 which are now drawn from Europe. 
 
 This is but one item. 
 
 The vast fleets of steamers of the Pacific Steam Navigation Com- 
 pany, and of the “Compania Sud Americana de Vapores” monopolize 
 the coast trade of western South America, from Panama to the 
 Straits of Magellan, and they pursue the very natural policy of turn- 
 ing the continually growing trade of this superb region Europeward. 
 
 The Isthmian Canal would enable the Americans to engage in a 
 short range competition for this trade, directly from any or all of our 
 Atlantic and Gulf ports, and these foreign companies would be forced 
 out of their actual undisturbed business policy or to change their 
 northern terminus from Panama to New Orleans, New York or other 
 American ports. To do this they would need to lengthen their voyages 
 for but three days to New Orleans and six to New York. 
 
 The American steamers plying between San Francisco and Panama 
 likewise could not afford to continue to break bulk at Panama, and 
 they also would have to extend their terminus to the Gulf and 
 Atlantic ports. 
 
 Thus the expensive reshipments across the Isthmus, which maintain 
 the direct ocean trade from the Pacific coast of North and South 
 America to Europe, and practically shut out our own trade with this 
 coast, would be brought to a summary cessation. 
 
 From Panama southward the coast trade is practically controlled 
 by European interests, and from Panama northward in great measure 
 by the American Pacific Mail Company. 
 
 In this connection, there is a current report and belief that, by an 
 agreement, the foreign lines operating South of Panama shall not be 
 interfered with by the American Pacific Mail Line, to which is allotted 
 the west coast of Central America and Mexico. Whether this be true 
 or not, the fact remains that Panama is the terminus in both direc- 
 tions. 
 
 The Isthmian Canal would doubtless cause a complete change in all 
 the existing schedules or combinations, which have diverted from the 
 United States annually an export and import trade of not less than 
 $ 100 , 000 , 000 . 
 
 The stimulus that the opening of the Isthmian Canal would give to 
 the enterprise in all countries lying on the Pacific coast of North, 
 Central and South America, would prodigiously increase the trade of 
 these countries, since the shortened and direct water routes would 
 induce the construction of railways to interior regions practically 
 inaccessible, abounding in undeveloped agricultural and other re- 
 sources, and in hidden and unexploited deposits of precious and other 
 metals, rivaling in riches those of South Africa and Alaska. 
 
 The voyage from New Orleans to China and Japan will be short- 
 ened about 5,000 miles by the canal. 
 
34 
 
 New Orleans Board of Trade. 
 
 Europe will doubtless use the Suez Canal for its business with the 
 Orient, and as this country has been able to do a very good business 
 there under adverse conditions, doubtless we can considerably increase 
 it with the shorter voyage via the Isthmian Canal, and Eew Orleans 
 be able to do a large business in cotton, machinery, agricultural imple- 
 ments, etc. 
 
 COMPARATIVE OCEAN TRAFFIC FOR ELEVEN YEARS, 
 PORT OF NEW ORLEANS. 
 
 Increase in tonnage 1899 over 1876, 2,062,959 tons. 
 
 Vessels entered 
 and 
 
 Cleared. Tonnage. 
 
 1876 1596 1,908,114 
 
 1890 2386 2,905,758 
 
 1891 , 2426 3,086,327 
 
 1892 2723 3,333,968 
 
 1893 2491 2,923,515 
 
 1894 2301 3,077,869 
 
 1895 2357 3,226,322 
 
 1896 2410 3,335,786 
 
 1897 2580 3,807,004 
 
 1898 2696 4,250,857 
 
 1899 2780 3,971,073 
 
 The tonnage so far this season is 17 per cent, ahead of last year, 
 which will put the total up to 4,500,000 tons, or well above 1898, the 
 maximum year. 
 
 The exports are more varied, and New Orleans trades now with 83 
 different ports as againsit 23 in 1880, sending cargoes direct to Japan 
 via the Suez Canal, a distance of 12,000 miles. 
 
 New Orleans has the largest coastwise business in the Union. 
 
 Including the coastwise shipments the imports and exports of New 
 Orleans are as follows: 
 
 1899. Imports 
 Exports 
 
 $ 71,933,216 
 137,883,927 
 
 Total 
 
 $209,817,143 
 
 PORT CHARGES AT NEW ORLEANS. 
 Bar Pilotage. 
 
 Vessels drawing 10 feet of water or less, $3.50 per foot. 
 Vessels drawing over 10 feet of water, $4.50 per foot. 
 Fruitei's $1.00 per foot less. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 35 
 
 River Pilotage. 
 
 Steamships, only (not compulsory) $20.00 each way, up and down. 
 
 Wharfage. 
 
 Twelve cents per gross register ton, on steamers and sail vessels 
 over 1000 tons, and sixteen cents on sail vessels under 1000 tons, pay- 
 able whether vessel lies at wharf one day or sixty days; after sixty 
 da 5 "s one-third of above rates will be charged. 
 
 The above rates maintain at present time under the lease of the 
 wharves between the City of New Orleans and the Louisiana Con- 
 struction and Improvement Co., for a period of ten years, commencing 
 May, 1891. 
 
 At the expiration of lease or earlier in the event of purchase or ex- 
 propriation of lease, the collection of charges and maintenance of the 
 wharves and landings are placed in charge of the Board of Commis- 
 sioners of the Port of New Orleans, created under the provisions of 
 Act No. 70 of 1896. Under section two of said act, the duties of said 
 Board and the charges allowed are as follows: 
 
 “They shall be empowered and it shall be their duty to itake charge 
 of and administer the public wharves of the Port of New Orleans, to 
 construct new wharves where necessaiy; and to erect sheds thereon to 
 protect merchandise in transit; to place and keep the wharves, sheds, 
 levees and approaches in good condition; to maintain sufficient depth 
 of water and to provide for lighting and policing such wharves and 
 sheds; to defray said expenses they shall charge upon the shipping 
 visiting the Port for the use of the wharves, etc., of the Port of New 
 Orleans, not exceeding one cent per net register ton per 24 hours 
 (commencing at midnight just preceding the arrival of the vessel), 
 for the first six days, providing the minimum charge on sea going 
 vessels shall not be less than $5.00. Where sheds are provided by said 
 Boai’d of Commissioners, shipping using same shall pay an additional 
 charge of one-half cenit per net register ton for 24 hours (time to be 
 calculated same as above) ; said charge, however, not to exceed cost 
 of construction, management and maintenance of said improvements.” 
 
 In connection with the charge of wharfage I desire to state that this 
 charge in the Port of New Orleans covers all charges for these facili- 
 ties, both on vessel or cargo, either inivard or outward, and no other 
 charges are made, as prevails at almost all other ports, wffiere wharf- 
 age or dockage is charged on all merchandise crossing or remaining 
 on wharves. 
 
 Harbor Fees. 
 
 Vessels in ballast, $10.00. 
 
 Vessels with cargo, $15.00. 
 
 The charge of $15.00 on vessels with cargo includes the Port War- 
 den’s fee. Masters of vessels to be furnished copy of certificate, free 
 when demanded. One dollar is charged for all other copies. 
 
36 
 
 New Orleans Board of Trade. 
 
 Quarantine Fees. 
 
 Steamers $20.00, ships $20.00, barks $17.00, three and four-masted 
 schooners $17, brigs $13.50, small schooners $7.00. 
 
 Extra charge when fumigated. 
 
 Towage Eates for Steamers. 
 
 Shifting in harbor, one tug, $20.00; two tugs, $35.00, each shift- 
 To Southport, one tug, $35.00; two tugs, $60.00, each way. 
 
 Steamers disabled requiring towage from sea, special rates. 
 
 Towage Kates for Sail Vessels. 
 
 Graduated, running from 60 cents per net register ton on vessels 
 of 200 tons, to 40 cents per net register ton, on vessels of 1000 tons 
 and over. 
 
 Compressing Cotton. 
 
 The rate is 50 cents per bale, always paid bj' the shipper. 
 
 Stevedoring Charges. 
 
 Cotton, per bale, 35 cents. 
 
 General cargo, 30 cents to 40 cents per ton. 
 
 Staves, $3.50 to $8.50 per mille. 
 
 IMolasses, 10 cents to 12 cents per barrel. 
 
 Sugar, etc., 6 cents to 8 cents per barrel. 
 
 Lumber, $1.00 to $1.25 per 1000 feet. 
 
 Grain (trimming), $1.15 to $1.25 per 1000 bushels. 
 
 Grain (sack stowing), 3 cents per sack. 
 
 Pig iron, 35 cents per ton. 
 
 Special or competing arrangements can always be made. 
 
 Watchmen or Special Officers. 
 
 Night or day (if required), $2.00. 
 
 Bunker Co.\ls. 
 
 Best Pittsburg steam, about $3.50 per ton of 2000 pounds. 
 
 Ship Chandlery and Provisions. 
 
 Can be obtained in all quantities and at rates as cheap as any other 
 American ports. 
 
 PORT OF NEW ORLEANS. 
 
 The report of the United States Commission of the Navy Depart- 
 ment, darted Nov. 19, 1889, is elaborate and exhaustive, as to the ad- 
 vantages of New Orleans as a naval base: “New Orleans is the term- 
 inus of six trunk lines of railroads. The communication by water 
 with the vast extent of territory embraced in the valley of the Missis- 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 37 
 
 sippi is unsurpassed. It is the principal commercial port of the Gulf 
 States, and possesses great facilities for obtaining every class of build- 
 ing material, skilled and unskilled labor, and supplies ; coal is abund- 
 ant and cheap. The amount of commerce that passes in and out of 
 the Gulf of Mexico is a very large portion of the total commerce of the 
 United States. The amount of export from New Orleans coming 
 from the Avhole Mississippi basin and much of the great Wesit will de- 
 mand protection at any cost, and consequently, whether the navy-yard 
 be located at New Orleans or elsewhere, the Passes and all the ap- 
 proaches to the city will have to be defended as thoroughly as military 
 and naval skill can effect it. Such being the case, and since there is 
 no other point in the Gulf of equal importance, or the closing of which 
 would do as much injury to so large a district or to so many people, 
 no other place will have or begin to have the same protection and care, 
 unless the Government establishes elsewhere a navy-yard, and it is 
 absolutely necessary to proitect it in order to retain the command of 
 the Gulf.” 
 
 As a result of this report, the second largest dry dock in this coun- 
 try is under construction on the west bank of the river opposite New 
 Orleans. 
 
 Railroad freights from the Northwestern cities are cheaper to New 
 Orleans than to New York by reason of the shorter distance, for in- 
 stance ; 
 
 Denver is 1358 miles from New Orleans and 1932 miles from New 
 York. 
 
 Kansas City is 878 miles from New Orleans and 1335 miles from 
 New York. 
 
 St. Louis is 700 miles from New Orleans and 1058 miles from New 
 York. 
 
 But taking Chicago as on the dividing line, being equal distance 
 from each, we can consider all points West of that as (tributary to the 
 Gulf, and rates of railroad freight from such important cities as 
 Omaha, Kansas City, Denver, St. Louis, etc., are appreciably lower to 
 New Orleans than to New York. Under the conditions it would be un- 
 reasonable to expect freight destined for the Pacific to pay higher 
 railroad rates to New York, and then find it 700 miles further from 
 the canal than if shipped from New Orleans. 
 
 The port of New Orleans has for some years past been favored with 
 the most modern of ocean freight carriers, and until recently its 
 enormous exports of cotton, grain, lumber, cotton seed products, etc., 
 have obtained the full benefit of economical ocean transportation. 
 
 The past three or four years have, however, served to manifest in a 
 very marked manner the fact that the Eads channel of 20 years ago 
 had become entirely insufficient and very dangerous to modern vessels. 
 Shipowners built vessels for the trade and sent to the port of New 
 Orleans the latest additions to their fleets, knowing the limited depth 
 
38 
 
 New Orleans Board of Trade. 
 
 of water in the channel through the South Pass, but relying upon the 
 volume of cotton, which is a bulky and light freight, to so load their 
 vessels, that their draft of water would not be beyond the capacity of 
 the Pass. It required but a brief period, however, to demonstrate that 
 not only was the depth of water a factor, but the narrow channel and 
 strong current frequently experienced, made its navigation hazardous 
 in the extreme to the large carriers. Not only were these vessels un- 
 able to load in heavy freight above some three-fourths of their ca- 
 pacity, thereby seriously reducing their economical value, but their 
 greater length and breadth caused an immediate increase in the num- 
 ber of vessels grounding in the Pass. These occurrences have assumed 
 the most alarming aspect, and more than once in the past two years 
 the grounding of these large vessels has sei’iously threatened Ithe entire 
 destruction of the only navigable channel from the river to the gulf. 
 
 For over three years past a committee appointed by the exchanges 
 and important business interests of New Orleans, has been urging 
 upon Congress ithrough its committees this danger which threatens 
 the South Pass and the necessity of opening up the Southwest Pass 
 with a wider and deeper channel from the river to the sea. Two 
 years ago Congress in response to the representations of this commit- 
 tee, appointed a special Board of Engineers with instructions to sur- 
 vey the Southwest Pass and report upon the practicability of opening 
 up the Pass and estimate of the cost thereof. The report was placed 
 before the River and Harbors Committee of Congress in January, 
 1899, but was not considered by it sufficiently explicit and satisfactorj* 
 to justify favorable action, and, therefore, another special Board of 
 Engineers was appointed to estimate the cost and prepare a plan for 
 opening up a channel luith a depth of 35 feet through the Southwest 
 Pass. 
 
 The report of this Board was completed and laid before Congress in 
 January last, and states that the pass can be opened and a channel of 
 35 feet in depth by some 1000 feet width can be made at estimated 
 cost of not over six million dollars. This report will, it is hoped, be 
 received by Congress as satisfacitory and sufficient justification for the 
 immediate appropriation of the funds necessary to carry out the re- 
 port of the Board of Engineers and thereby provide an outlet from 
 the great river to the ocean more suitable for the requirements of 
 commerce and more in keeping with ithe majesty and importance of 
 the great highway. 
 
 Senator Morgan of Alabama, in an address on the Isthmian Canal, 
 says: “If you really knew what this country was and could feel the 
 relation it bears to the whole world, I cannot see how you could hesi- 
 tate for one moment to furnish another mouth to the Mississippi into 
 the Pacific Ocean.” 
 
 We have shown the relation the mouth of the Mississippi bears to 
 the Canal, and these facts must impress upon the Government that to 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 39 
 
 get the full benefit of the enormous commerce affected by the Ameri- 
 can Canal, Southwest Pass, the most important mouJth of the Missis- 
 sippi, must be promptly opened to commerce. 
 
 The participation in the greater prosperity which is to come to this 
 country, hinges largely upon deep water being provided at ithe mouth 
 of the Mississippi, so that the products of 35,000,000 of people can 
 have the full benefit of cheaper ocean rates, which must follow ade- 
 quate facilities for modern steamships for the Mississippi Valley. 
 Mew Orleans must occupy the same relative position ito the Pacific 
 trade through the Canal, that Mew York occupies to our European 
 trade. 
 
 M. J. Sanders, 
 Chairman Suh-Committee. 
 
 ADDEESS OF EX-SEMATOK SAMUEL PASCO, OF FLORIDA. 
 
 Senator Pasco, of the Commission, said it was most gratifying to 
 s^e the interest and enthusiasm displayed by the committee and the 
 '■borough and excellent manner in which they had handled the subject 
 submitted to them. There was very little left for the Committee to do 
 here, as the reports of the committees were so full and exhaustive, and 
 covered every point so well, that he could see nothing left for him to 
 say and he would, therefore, leave any additional suggestions to be made 
 'to Prof. Johnson. It was, indeed, a pleasure to him to be in Mew Or- 
 leans, which city, it had been long known, had displayed deep interest in 
 the matter which was nearest the hearts of all present. He then 
 related the history of the measure before the Senate and House. 
 Senator Morgan, who had been indefatigable in his efforts to secure 
 the co-operation of the House of Representatives, but who had failed 
 in every effort, finally found an opportunity to tack an amendment 
 upon the Rivers and Harbors Bill to appropriate $125,000,000 for an 
 Inter-Oceanic Canal. The Plouse failed to pass the bill as amended, 
 but a compromise was effected authorizing the president to appoint a 
 Commission to investigate every feasible route, the cost, the rights, 
 franchises, privileges, governmental interests, etc. The result was 
 the appointment of the present Commission of nine members, with 
 Admiral Walker as president. They were authorized to investigate 
 the Micaraguan, Panama, or any other route, from the Atlantic to 
 the Pacific, for a canal, as well as the rights, privileges and franchises 
 of any company. A committee to investigate the commercial advan- 
 tages of an Inter-Oceanic Canal was then appointed, and Professor 
 Johnson, of Philadelphia, was made chairman of that committee. 
 Working parties were then sent to Micaragua, Costa Rica and 
 Panama to investigate the various proposed routes. These working 
 parties were composed of expert and capable engineers, and they had 
 been working for months. 
 
40 
 
 New Orleans Board of Trade. 
 
 Later the Commission determined to go in person to ascertain what 
 was necessary and at the same time to thoroughly understand all the 
 projected routes. On January 6th the Commission left New York 
 and proceeded to Greytown and examined the San Juan river and 
 harbor. They ascended the San J uan river to Lake Nicaragua, some- 
 times on foot, sometimes in boats. They crossed the lake in a steam- 
 boat, and then examined the country from the lake to the Pacific 
 ocean, camping out with the working parties sent out in advance by 
 the Commission. Then they returned to the lake and visited the 
 president of Nicaragua and returned to the Pacific ocean. They took 
 a steamer down to Panama and crossed over to Colon and went up 
 and down the Panama coast, examining the railro'ads, canals, etc. 
 They then proceeded to Costa Rica and had a i:)leasant interview with 
 the president of that Republic, and then returned to this counti’j-. 
 
 Early in December coming all the information would be ready and 
 would be laid before Congress. Comparisons would be then made 
 and the route of the canal would be finallj' located. 
 
 He closed his address by making the most cheerful prediction that 
 in twelve months from the present time work on the canal would he 
 co7nmenced. 
 
 He said that it would be superfluous to speak of the advantages of 
 an Inter-Oceanic Canal, after hearing the able papei-s and reports 
 read. He spoke of the advantageous situation of New Orleans, and 
 the immense advantages and value which the proposed canal would 
 be to New Orleans, the Gulf Coast and the entire South. The revival 
 of business since the late war with Spain was apparent. They had 
 visited Tampa, Pensacola and Mobile, and at all those points the 
 march of improvement was conspicuous. Commerce was expanding 
 and when the canal would be completed no one could estimate or fore- 
 tell the great results which would follow, greater in the South than 
 probably anywhere else. 
 
 Senator Pasco’s address was received with great applause. 
 
 ADDRESS OE PROFESSOR EMORY R. JOHNSON, PROFES- 
 SOR OF COMMERCE AND INDUSTRY, UNIVERSITY OF 
 PENNSYLVANIA. 
 
 Professor Johnson said that the business men of New Orleans had 
 presented matters more thoroughly and fully than any other city. 
 He desired to express his appreciation of the work done by the commit- 
 tee appointed by the Board of Trade. He congratulated them upon 
 their high appreciation of the work set before them, and 
 thanked them heartily, as it had greatly simplified, aided and facili- 
 tated the work of the committee of which he was chairman. 
 
Report on Commercial Value of an Inter-Oceanic Canal. 
 
 41 
 
 The committee had been appointed to examine more particularly 
 into the commercial and industrial advantages which would accrue to 
 this country by the construction of an Inter-Oceanic Canal, the 
 committee concluded that none were better able to answer this ques- 
 tion more fully, satisfactorily and comprehensively than tlje active 
 business men. 
 
 Pie spoke of the growing- commerce between this nation and the 
 Pacific, and of the bright prospects when the canal should be com- 
 pleted. ITe reviewed the work which the Commission bad already 
 accomplished, and closed, thanking them for the thorough reports and 
 the excellent and genuine spirit exhibited by the merchants of New 
 Orleans. 
 
 ADDRESS OF HON. PAUL CAPDEVIELLE, MAYOR OF NEW 
 
 ORLEANS. 
 
 Mayor Capdevielle, of New Orleans, was then called upon for a few 
 remarks. He said that he had come to the meeting as a member of the 
 committee, and was delighted to meet the distinguished gentlemen. 
 He was glad to know Senator Pasco and Professor Johnson, and sin- 
 cerely hoped that the work would commence next December. What 
 was to be good for New Orleans was nearest his heart, and he joined 
 the Board of Trade in bidding their guests a cordial welcome. 
 
 ADDRESS OF GENERAL JASTREMSKI, COMMISSIONER OF 
 AGRICULTURE FOR THE STATE AND MINISTER TO 
 PERU UNDER CLEVELAND, 
 
 Cotnmenced by assuring the guests and members of the Board of 
 Trade and committee that the State government was in hearty accord 
 with the Inter-Oceanic Canal project and considered it of the first 
 importance. He went into a long and full description of the Sout^i 
 American countries in the Pacific, their trade, industries, where they 
 drew their supplies, railroads, products of the country, climate, in 
 fact, gave a most complete and edifying. description. IP® was listened 
 to with great attention by the two guests, who interrupted him once 
 or twice to ask questions upon subjects upon which they desired more 
 minute information than the General had time to give. 
 
 When he concluded, Mr. Plunter C. Leake, chainnan Reception 
 Committee of the Board of Trade, extended an invitation to Senator 
 Pasco, Professor Johnson and the gentlemen present to pai-ticipate in 
 a ride on the river at 2 o’clock to-morrow (Friday) evening'. He 
 stated that Commander Bostick, of the Naval Reserve, had placed the 
 United States gunboat “Stranger” at the service of the Board of 
 Trade, and that the boat would be moored at the head of Jackson 
 avenue to receive the guests. 
 
4-2 
 
 New Orleans Board of Trade. 
 
 Chainnan Trufant, in an enthusiastic and impressive manner, sec- 
 onded Mr. Leake’s invitation, assuring the two gentlemen that they 
 would see the finest harbor in the world. With thirty-five feet of 
 water over Southwest Pass bar, ships of that draft could come up the 
 river, and moor right up to the wharves anywhere within the fifteen 
 miles of river front of the city, “^o laying off to anchor,” he said, 
 “but they come right up to the wharf.” 
 
 Senator Pasco and Professor Johnson expressed their acceptance 
 of the invitation and the suitability of the hour fixed, and the meeting 
 adjourned. 
 
 All of which is respectfully submitted as a report of the proceedings. 
 
 S.^m’l. a. Truf.vxt, 
 Chairman General Committee. 
 
 Ap]>roved : 
 
 Udolpho Wolfe, 
 
 Hy. H. Smith, President. 
 
 Secretary. 
 
 New Orleans, l\ray 2.5th. 1900. 
 
FEED H. MOAKE, PEIjSTTEE. 
 New Orleans, La. 
 
 1900 
 
Date Due 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Library Bureau Cat. no. 1137 
 
976.3 Z995 no.l P33550 
 

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