. Annual report of the Board of Regents of the Smithsonian Institution. Smithsonian Institution; Smithsonian Institution. Archives; Discoveries in science. 362 ANNUAL REPORT SMITHSONIAN INSTITUTION, 1907. £21,000,000 in making a canal with branches with a depth of 12 feet, and capable of accommodating barges of 1,000 tons, on the routes shown on the accompanjdng map. Of the natural inland waterways of the United States, in addition to the Great Lakes, the Mississippi offers advantages for traffic of a kind to which not merely our own country, but the whole continent of Europe, can offer no par
. Annual report of the Board of Regents of the Smithsonian Institution. Smithsonian Institution; Smithsonian Institution. Archives; Discoveries in science. 362 ANNUAL REPORT SMITHSONIAN INSTITUTION, 1907. £21,000,000 in making a canal with branches with a depth of 12 feet, and capable of accommodating barges of 1,000 tons, on the routes shown on the accompanjdng map. Of the natural inland waterways of the United States, in addition to the Great Lakes, the Mississippi offers advantages for traffic of a kind to which not merely our own country, but the whole continent of Europe, can offer no parallel. Yet it is a very striking fact that even on these the ordinary steamer traffic has shown a great decline. No general statistics have, I believe, been collected since 1889, but the Tenth and Eleventh censuses of the United States allow of a com- parison being made between the total traffic of 1880 and that of 1889, between which years the total amount of traffic carried on steamers in the Mississippi valley generally sank from to , that on the. Pig. —New York State canals constructing under a law of 1903. Ohio from to millions of tons. In 1901 the total quantity of goods received at New Orleans from the interior was less than 5 per cent of that received by all ; Still, from the Mississippi and Ohio we can obtain illustrations of the kind of traffic in which good waterways are even now successful. St. Louis is a great collecting point for grain. In 1903 more than 80 per cent of the wheat and about 40 per cent of the maize dispatched thence for export to New Orleans went by river, and by this route rates for wheat on through bills of lading to Liverpool are only about two-thirds of those by way of New York.* Yet the facts, even of this trade, give us a hint also of what waterways fail to do, for only about one-seventh of the wheat and one-thirteenth of the maize exported in that year from New Orleans came to the port by water. « See the d
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