( HOW ILLINOIS WILL FEED HER NEW WATERWAY BY ALVIN GUGELER MATHEWS B. S. University of Illinois, 1921 THESIS SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF SCIENCE IN BUSINESS ORGANIZATION AND OPERATION IN THE GRADUATE SCHOOL OF THE UNIVERSITY OF ILLINOIS, 1922 URBANA, ILLINOIS Digitized by the Internet Archive in 2015 https://archive.org/details/howillinoiswillfOOmath n\Az. UNIVERSITY OF ILLINOIS THE GRADUATE SCHOOL June 1 -IQ2J I HEREBY RECOMMEND THAI’ THE THESIS PREPARED UNDER MY SUPERVISION BY Alvin Gup;eler Mathews ENIYTLED^ Jiov,f_Illinoi3 w_ill Fee d H??r Np>w Wat erway BE ACCEPTED AS FULFILLING THIS PART OF THE REQITREMENTS FOR THE DEGREE OF I'^aeter of Science In Charge of Thesis Head of Department Recommendation concurred in^ Committee on Final Examination* •Required for doctor’s de^^ree but not for master's (II • lllHil liliM jr iii TABLE OF COITTEHTS CHAPTER I THE HATURE OF THE PROBLEM PAGE 1 CHAPTER II ILLINOIS V/ATERWAY HISTORY AIM) THE PRESEHT PROJECT PAGE 4 CHAPTER III WATER TRAIJSPORTATIOH COSTS PAGE 16 CHAPTER IV COIvIMERCIAL ASPECTS PAGE 28 CHAPTER V RELATED PROJECTS A^JD PSI^TDING ISSUES PAGE 64 CHAPTER VI THE RESULTS OF THE SUR^/EY PAGE 80 BIBLIOGRAPHY PAGE 63 LIST OF PLAT3S Plate Page I The Route of the Illinois Waterway 9 II The Project from Lockport to Utica Shov/- 13 ing Alignment and Profile III Territory Given low Transportation Costs 18 by the Mississippi-Warrior Service IV Coal in Illinois • 31 V Premier Coal Producers 39 VI Coal and Grain Production within the 56 Forty-Mile Area Contiguous to the Illinois Waterway VII The Hard Roads Plan for Illinois 57 VIII Railroads Connecting with the Waterway 58 IX Area and Destination of Grain Export Trade 60 X States Demanding an Outlet by Means of the 65 Great Lakes Seaway XI Cities to Become Seaports 66 XII The Illinois Waterway as a Link in the 67 Water Transportation System of the World XIII Route of the Proposed International V/ater- 70 way from Lake Ontario to the Head of Ocean navigation XIV The Flood Prism on the Illinois River Before and After the Construction of Levees 78 0 .V" ^ ' ' /' '■ * i,‘ ■: Sff i/» U. • 4?^'j 'i .'’ • 'iV'*. •^■. 'f '.».f •:•; ^ M-ic 4%': ■I'rMi'i I *, ' ,i * 4 i ■• , ■ \a' /• c , " r•i.^• ^ :. if IX '*t ,■> /J<|.*;4 * ’fv' ‘ • ',' ' ' ' : . :t| ' ' ■ f'l’ I ■ i.- . ' ^ :. i’ u ' 1 1.-- .'JT- . 1/ » vui . • - ' , ' ' ' .ia j -sv/-.. j:;'.r • "’^ ■ >'<•; woks' •■ 5 W •; ■-■' ■•■fiV' i'a < If • ^--jn - v'f- j%< 'I’ j •V^- - . . .. : ^ v.:' 'I r ‘ I I ' ' (’ . '•.A'.tj.’C. muT'jv’’ a '■ .\f . . >. '■'- ::•• -■' s y', -A's? I^.v ■ 'AiV ' L'^*» -“ ** ' rv**- i) _ 1 jj '1 ';».•>' ..^:i .s •„■ '■ ; . ^ M/.T, /r-' •fc**i‘«»..s-.'^- ^{ 1 /i *f ^ . ■«iu-./ .V'l. ; '■ ' • I ' ' iW Jl^ V . : 1 ' v.< ' r " 'i* .’ -■ ‘IW'kr ■■ ;’i . ■!'*nrr 1 . CHAPTER I. THE NATURE OP THE PROBIEM Not a little significance was attached to the arrival in Chicago, October 20, 1914, of four barges loaded with lumber that was brought from Louisiana by water. The lumber was carried as far as La Salle, Illinois, on a single steel barge, the "Jack Cook,” reach- ing that city by way of the Mississippi River and the Hennepin Canal. At La Salle the barge struck shallow water and it was necessary to transfer the lumber to four smaller barges of such light draft that they could navigate the old Illinois and Michigan Canal and pass through the small locks of that antiquated waterway. This shipment of lumber was made by a Chicago firm with large mills in the south, for the purpose of demonstrating the pos- sibilities of water transportation. It was not considered feasible at that time to continue the shipments on the basis of transferring freight to small barges at La Salle, but the general opinion prevailec that it was only necessary so to improve the channel and enlarge the locks as to permit the bringing of freight from the south direct to Chicago without breaking bulk, to make possible the shipping north by water of much southern lumber.^ Por many years past there has existed in the state of Illinois an emphatic deraand for a waterway between Chicago and the Gulf of Mexico. The practicability of such a waterway was noted by Pere Marquette when he first discovered the portage bet?/een the Chicago River and the Des Plaines River centuries ago. Its feasibil- ^ Daily News . Chicago, October 21, 1914. 2 . ity was further noted hy the early pioneers of the state and the boundary lines of Illinois were fixed, upon its admission to the union of states, so as to provide for this waterway.^ As is inevitable in a discussion of a topic of such impor- tance as this one, there is bound to be a difference of opinion, and many people believe that the development of waterways solely in the interest of the general public, would not hurt the railroads. Many who believe that such a policy would injure the railroads, neverthe- less, have the public spirit to advocate that which they believe to be for the general good. There is a large group, on the other hand, which is of the opinion that development of waterways is uneconomic. Whatever is for the public good ought to be done even if in conse- quence some particular interest suffers. In the following discussion of the problem, the question that had to be considered first of all in regard to the Illinois Waterway, was whether the carrying out of the project would secure cheaper and more adequate facilities for transportation. Following a chapter given over to the history of canal development in Illinois and a description of the proposed new Illinois Waterway, the possi- bilities for reduced freights on this avenue of transportation are determined by an historical and contemporary investigation. In dealing with canal or waterway rates it is essential to keep in mind, the entire economic cost of transportation, including not only the rates that the shipper pays to the owners of the boats, but also what the public pays in taxes for improvements and construc- 2 tion of the waterways, ^ Message to the Illinois State Legislature . Edv/ard F. Dunne, Governor February 17, 1915. 2 Data which are reliable are a bit scarce in this country, for this "i n/ r,;< t^:"-'^ '» I 5 f'. f I ' . *,.- ■>. i '• V • »vi jt’^/ ••? • k<- V..,' \o‘ is/i'tfc' ^ - ■ ,, ;■ rf-^ » .• r .7 . ,».:i'fv,r a- / fl;t «: ; . *;3 'it- M. . '• -is'i'trJb* iiv-ojcl .-.r 'i>tiaia4M-' ,ooo « iU <.U'” itv.-.-iv^)‘ 'ly, ‘ * 1 ' * ' • *” ' . " ^1 . . ’ i.I-.v/X- t'C-.,. 4 < 1 C.m ■'1 ■ K -v/ -tf iji i t-H. 1 ^ I ' ' . :- «/C' • -i ■'■> • ; '' 'I' 1 it" . ' *l‘r ■ ■ ■- " ' - ii-. •'"iv •■« »*, 4 ' t... *U' fX • '.ct».*s';4^i?; t f- ‘< ' ■■' .:'/• . ’ ,V ■' JT' t ■> ■ ' •' • !' '...j ■ -V.-.i^uV f.? ' I.M47? \'yjt >*»«?•• ‘^idfSr^C W/'K • .■•■'r.i.- . Vr '. ' ita :‘':u;*i eil§r^| ^ ’>VJ.' ' '*., . *— .ij*"** P ,Mr" 7 ' I li'.Ui^Ci ,f^ff.f L%.0_0 . ' .■<■ ! }. . ■, / -7 ■■i.r.n* ul^ • I 4 V.i . ^ ^ i ' * . Cl * /.•■Jl..*' '. *,ti>4-' I^K I ■ ■ .‘^ ■ ' CkS . , .. ■•; V ,7 r^'<; '>?prt < '■ ^ , •. V ■ ’ Ttj:/Jj‘ ao ‘3 r. r.M* ,4 wi':? J ' ■ ■ ^t■-.i*^« 1 ', ,i • ••-*•« »*'•> V ^ t* •« I*p» <* ' f ■ I m . k J ’ t;. ^ • , :.^y*^'*f » ^ V. . ■ ,- 4 .,; . 3 . With the probable freight cost established, the next step involves a comprehensive survey of the potential freight supply, in order to throw light upon the question of just how the Illinois Waterway will be furnished with tonnage. A necessary intervening chapter dealing with some closely associated phases of the subject comes next and this is followed with some conclusions concerning the economic good to be performed by the Illinois Waterway. expense. In Europe it is decidedly different. There the Govern- ments endeavor to keep accurate information on such matters. ,fT.n. iiu'>uWv / . ;D3 ;^- ' HBffli ■ ■ ■ ' • «F. r x^^- s *i '-% ■ 0 ■ ti - ■ . ‘ ■ •* ' . ' *' . I • ;. ti)> l rm. k i ■S .. t-.4 .s ,v:;i;’^?. ‘0, ' b 1 i; ‘ T Tt .fT* -?” vg-ig* -^ -riiMian 4 . CHAPTER II. ILLINOIS WATERWAY HISTORY AND THE PRESENT PROJECT After the completion of the Erie Canal in 1825, a frenzy of canal building swept the country. Although the total cost of this canal to the State of New York was over seven million dollars, before it was completed the tolls had aggregated over a million dollars and by the close of the season of 1832 sufficient tolls had been collect- ed to pay the entire cost of the canal. For many years the canal tolls were ample to pay all the expenses of the state government.^ Canal building operations extended as far west as Illinois and Wisconsin where the Illinois and Michigan Canal was completed in 1848 and the Fox River Canal in 1856,^ Ohio had its canal system completed at a much earlier date. The beginning of railway building in the United States was contemporary with the canals of the early part of the nineteenth century. The Ceuials had blazed the way through the wilderness, estab- lished industries and developed the natural resources of the country. The railroads paralleled the canals and waterways, and became keen competitors for the trade already built up.^ ■^Fairlie, John A,, The New York Canals . Q,uarterly Journal of Econom- ics, XIV, p. 212. ^Putnam, James W. , The Illinois and Michigan Canal , p. 23, ^It should be borne in mind that railroad building in Dakota and Minnesota began on a large scale only after the enlargement of the “Soo” Canal, when it was seen that there would be good connections and facilities for a through direct water route to Buffalo. Pro- fessor John A. Fairlie, in an article entitled, The Economic Ef- fects of Ship Canals , in the Annals of the American Academy of Political and Social Science, for January, 1898, (Vol. XI) describe this development at length. ■c I ri " < j 1 1 I . .. U vi;cf I f • 1 t 5. Until during the eighties the canals were able to meet this competition and in fact, the most important of them did a flourishing business until about the beginning of the present century. The patenting of the process of making Bessemer Steel by Sir Henry Besse- mer in 1858 was responsible more than any other one factor for the ultimate re trogradation of the internal waterways of early days. This process permitted the production of steel rails in large quanti- ties on account of the cheapness of manufacture made possible by it. It was inevitable that the needs of the time coupled with the oppor- tunities presented by the new process should bring about a period of frenzied railroad construction more intense than had been the canal mania fifty years before. The craze reached its height in the decade 1880 to 1890,^ Then as a reaction to this period of over-expansion of transportation facilities came the great rate wars and methods of unfair competition which did not lessen until many of the railroads were in the hands of receivers, some of the canals closed and Federal laws enacted to deal with the evils. During the eighty-year period since their inception, the railroads had continually improved and developed their roadbeds and facilities for handling freight, while the canals remained in the same primitive state in which they were first built and the freight was handled in the same ancient manner. The trend of the times was to- ward the railroads, encouraged by the activities, fair and unfair, 2 of those who had their money invested in them. ^Johnson and Van Metre, Principles of Railroad Transportation , p, 31. ^"The main reason why the commerce on our navigable rivers is so much smaller than on those of Europe is not that our rivers are poten- tially less efficient facilities of transportation, but that our railways are more efficient than their railways and make lower rates. The governments of continental Europe so regulate the rates of the railways as to make them rather inflexible, while the boats 6 , The Illinois and Michigan Canal^ In 1836 the State of Illinois began the construction of a canal connecting Lake Michigan at Chicago with the navigable portion of the Illinois River at La Salle. . This canal was opened to naviga- tion in 1848 and became a very important factor in the settlement of northern and central Illinois. Financially the canal was a success. During the Civil War it was a great factor in meeting transportation needs of that period. From 1860 to 1890 this canal not only handled a large ton- nage but its revenues were more than sufficient to pay its cost of p construction and its operating maintenance. From 1880 to 1900 the canal was still handling sufficient traffic to pay its operation and maintenance. The construction of the Chicago Sanitary District and Ship Channel and its opening in 1900, because the bed of the Illinois River and that of the Chicago River was used in part, materially interfered with its operation and the revenues decreased. In 1870 railroad interests succeeded in having adopted a provision in the State constitution prohibiting the extention of the State’s credit to canals or railroads. By this provision the are allowed to give all the flexibility to their rates necessary to secure business. "--Frederic A. Delano, in an address before the National Rivers and Harbors Congress of the United States, Wash- ington, December 8, 1910. Railway rates in the United States are about half those of Europe. ^Putnam, James W. , The Illinois and Michigan Canal , in which an ex- cellent treatment of the whole subject is found. p '^Putnam, James W. , An Economic History of the Illinois and Michi,3:an Canal . Journal of Political Economy, XVII, May, June, July, 1909, '^The clause is as follows: "The Illinois and Michigan Canal shall never be sold or leased until the specific proposition for the sale or lease thereof shall first have been submitted to a vote of the people of the State at a general election, and have been ap- proved by a majority of all the votes polled at such election. The General Assembly shall never loan the credit of the State, or 7 . State was prevented from malting any appropriations to take care of its own property, and there was little opportunity for enlargement of canal locks for boats of larger capacity, necessary to compete with rail tonnages. Paralleling railroads took advantage of this situation. During the summer, rates within the territory/ accessible to the Illinois River and to the Illinois and Michigan Canal were lowered about forty percent,^' As soon as navigation closed for the 2 season these rates were promptly raised. The loss was made up in every instance by compelling the long-haul shipment outside this territory to pay a higher rate. At the time this insidious system was effective there was no power of rate control over the railroads, either Federal or State. ^ The effect of this unfair practice, to- gether with the handicap upon the future of canalization which the railroads had succeeded in making a part of the constitution, soon put this canal out of business as an active factor in freight trans- portation. The construction of the canal cost $6,170,226. The income make appropriations from the treasury thereof in aid of railroads or canals. Provided, that any surplus earnings of any canal may be appropriated for its enlargement or extention." Iputnam, James V/, , An Economic History of the Illinois and Michigan Canal . Journal of Political Economy, XVII, May, June, July, 1909. honorable James Shaw, of Carroll County, speaking before the House or Representatives on May 14, 1879, made the follov/ing statement: ’’The Chicago and Rock Isla,nd Railroad makes its freight tariffs higher in the winter than in the summer, ITow, where several routes, of the same or different kinds, exist betv/een terminal points, or great centers of trade, that route which is shortest or cheapest must regulate terms for all the rest; and this by a well- known natural law. Does the canal lower freights at any or all seasons on the Rock Island Railroad? If so, then the roads east and v/est of that line, in competition with it, must also lower freights. And this is exactly what does take place when the canal is open, and to some extent when it is closed by the embargo of winter. Freights are then stored and v/ait for the opening of the canal in the spring of the year.” ^ery little Federal regulation existed before 1887. •« I 1 • .;! ‘ • I- ' ^ ' . 1 • ;^ ti ' p^-'r ,. j y . ■ ; •'■ •*%'? f ‘ C A* . X*„ • . ■ ' 1 ' ./ . - '■ ■ ■■ ■ ■■ ; ' ' ■■ ■ ■ 1 • / « T ( r ^ - / . *■ - J ^ ^ <1 c -Sj' V 1 r • t t; ;' 1 ■, ,o' r\ ■ ‘ - •- »• (''j. ^ #;•. * . ■ • K„ ' v: '.- j, i to, ' t-'. :r ,.• '■;■ ' ' ) ' . . ^ .J : I-, ■ * . i . ■ . ■ ii% 4-' i i n .1 '.■* ^ i- ' ■* '*;:a • * - h .■ . ■ '■ »v^J -•. J ' ^ ..r- 'J i "'.iv ■ i'' lU ■ -' ii 8 . from tolls and leases up to 1915 v/as $6,964,518. The total amount of freight handled from 1880 to 1915 was 74,000,000 tons. Canal Commissioner Brainerd estimated in 1885 that up to that Ume the canal 1 , 2 had salved the people of the State $180,000,000 in freight charges. The Illinois V/aterway The Illinois Waterway is the official name given to the waterviray to be built pursuant to a referendum vote of the people of Illinois in 1908* That year the people of Illinois voted to bond the commonwealth in the amount of $20,000,000 for the construction of a deep waterway and powerplants incident to the project from Lockport 3 to a point in the Illinois River near Utica. The Illinois River v/as to be used without canalization from Utica on south to its mouth at Grafton.^ Plate I, page 9, shows the route of the Illinois Water- way. Since the authorization of this bond issue, engineers and others have proposed various plans for carrying out the will of the people. Among these plans at least three have been given serious consideration, ^"For many years all of our domestic waterways have suffered from the same causes. Their narrow channels, shallow depths, inadequate locks and primitive terminal facilities present a striking contras to the State and nation aided development of the railroads of the country. Our railroad trains carry from 1,500 to 3,000 tons of freight in a single train; our canal boats, 200 tons as a maximum load. Under such circumstances it is not surprising that our canals and waterways have fallen into comparative disuse.”-- Special Message of Charles S, Deneen, Governor, to the Forty- seventh General Assembly, April 25, 1911, ^Putnam, James W, , The Illinois and Michi/ .C.c-if, ; '.rx p ■fKt^i!>pa|!itfow^i’ • • ' - ' " V ‘ .'■ ’ , u vrji ;. . n .;./.) M ,. U - • :f ate - o *^ . t a 1. P I .1 *a A /Atfjii jiK (■ /jA'Uit KVlK“"t ' J > rj i-. A *v ,1 . ^ F 'n^Vf; mU oJ .^ o ^^ 'ip iitiiiDor ri:' ■ "•1 ■ 4 r;* *.. - '/v't , ^ *■ '■:: : . tc - t *(}^ .>,';•.■.!•?• ar /^- G#:X iti ' *j w .« M ».,-'« *"X . ■V ev -H '' '■■ ' - , ■ ^ 4^1 :'i^.'-' •. 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Barnes, a graduate of the University of Michigan and one of the nation's outstanding engineers with pronounced achievement in the construction and improvement of waterways, v/as chosen as Chief Engineer, Department of Public Works and Buildings, Division of Vifaterways of the State of Illinois, After reviewing all the data available, Mr. Barnes recom- mended that both plans theretofore considered be rejected and a third, of which he was the author, adopted. A portion of his recommendation containing a short description of a third plan is here given: "Experience in transportation on highways, railv/ays and waterv/ays has shown the cost of transportation to vary inversely to the load transported. The construction of v;aterv/ays the world over has shown that they have been built too small or at least the business attracted to waterways has outgrown their accommodations. Federal engineers have realized this in planning for the improvement of the Ohio River in which stream they have designed locks 100 feet wide and 600 feet usable length. "With the conditions above numerated prevailing (referring to sections on economic conditions, tonnage and hydrology in the first part of the report), there is but one ansv/er to the problem. To be designed along economic lines, the waterway should be broad and of medium draft to meet the natural conditions of the streams to be utilized, and the locks should be so designed as to accommodate fleets of large tonnage. To meet these conditions, it is recommended that the channel should have a bottom width of at least 200 feet and the locks should have horizontal dimensions of 110 feet by 600 feet, which would make them capable of passage of cargoes of from 7000 to 9000 tons in one lockage. The channel depth should be a least eight • M 12 feet and the locks should be so designed that in the future when busi- ness has increased and money is available the channel could be deepen- ed to fourteen feet,^” These recommendations met the approval of the waterway interests of the State of Illinois and negotiations were at once entered into with the V/ar Department seeking its approval of the plans for a waterway based on such recommendations. In 1919 a bill was presented to the Legislature, providing for the construction of such 2 , waterway and repealing the act of 1915. Before the bill v;as enact- ed it was presented to officers of the War Department who assured the State that the plans would be approved if presented in accordance vith the bill as drawn. The bill was enacted late in the legislative session with but two or three dissenting votes and as soon as a preliminary report could be presented to the War Department, the plans were approved. Plate II, page 13, shows the alignment and profile of the canal as now contemplated. About this time, a bill which Congress, looking to intelli- gent development and utilization of the water power on the navigable streams of the United States, had been trying to pass for some time, became a law and required that in the improvement of navigable streams consideration should be given to full utilization of the stream for both power and navigation purposes so as to best conserve their natural resources. In early studies for the development of navigation on the Illinois River by the Federal engineers, little attention was given to power possibilities. This was excusable because at that time water power was of little value and the transmission of electri- cal power for long distances v/as unknovm. time of this writing, Mr. Barnes and his colleagues “H. J, R. 41, State of Illinois, p. 2. > I':. 'f • ' f-fev ..,‘f f> tb'firt i- t/.7, ^ *n »4^/??;r7:' /;#f •; ^V. » i’bf' < is'! I ■ . 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" * THE PROJECT PROM LOCKPORT TO UTICA SHOWING ALIGNMENT AND PROPILE 13 PLATE II. 14 are engaged in completing the details of the project so as to carry- out this dual purpose of the canal in the most advantageous manner. The site for the first lock is at Lockpcrt about thirty-five miles southwest of Chicago, v/here at the terminus of the Chicago Sanitary and Ship Canal there is now a small lock and pov/er-plant. This lock with a lift of forty-one feet will connect the Sanitary District channel with the Des Plaines River. The second lock, to be known as the Brandon Road lock, v/ill be constructed at the southerly limits of the city of Joliet and will have a lift of thrity-one feet. A dam and power-plant to generate 28,000 horse-power will be construct- ed here. The Kankakee and Des Plaines Rivers meet about tv/elve miles below the sight of this second lock and form the Illinois River. On two miles from this junction is the site of the third lock at Dresden Island. It will have a lift of seventeen feet and there also will be constructed a dam and power-plant to generate 18,000 horse-power. As a result of the location of this lock, navigation will be extended about five miles up the Kankakee River. Prom this point downstream, the Illinois River can be utilized for several miles in its natural condition. At Marseilles near 'the upper end of Bell’s Island is the site of the fourth lock with a lift of twenty-one feet, and a power plant to generate 7,000 horse-power.^ The plans at present provide for only one more lock. This fifth lock will be at Starved Rock below Ottawa and near Utica, and although it will permanently flood large tracts of land fronting the river and several large tillable islands betv/een Marseilles and ^At Marseilles there exist numerous v;ater powers and thriving indus- trial communities have been built up because of them. To save thii industry, a canal has been projected around the rapids at Marseilila some 12,000 feet in length, this being the only canal to be con- structed as a. part of the present development of the Illinois V/aterway, 15. Utica, it is the most economical procedure as the cost of any method of construction to save these lands from inundation v/ould be greater than the value of the lands. This lock will have a lift of sixteen feet with a dam and power-plant to generate 22,000 horse-power. From Utica on, the Illinois River may be used for the kind of navigation contemplated without canalization. But one contract has been let for work on the Illinois V/aterway-- that for the lock at Marseilles.^ This contract was let October 26, 1920, and at the present time about one-half the work has been completed. ^The feeling that the State is delaying unnecessarily in carrying on the construction of the Waterway, is expressed quite clearly by Hu^ L. Maxv/ell in an editorial entitled, Illinois Waterway Delavei . heedlessly , appearing in the Illinois Journal of Commerce for May, 1922. A portion of the editorial is quoted: •'Feeling is v/idespread throughout Illinois and the entire Middle West against the delay in going ahead w'ith the Illinois Waterway, that v/ould make the Illinois River navigable from the Great Lakes to the Mississippi River and the Gulf of Mexico. Business interest are of the opinion that since the bond issue of $20,0C0,0C0 for carrying on the v/ork has been approved, and practically all techni- calities connected with the project done away v/ith, nothing should prevent the State Administration from launching further into it. Cities all along the route have signified their desire for the V/aterway, permits have been obtained from the Federal Government, and it only remains for the State Administration to advertise bids. Heretofore the State has deferred the greater portion of the work on the Illinois V/aterway because of the undenia-bly high costs of labor and materials. But these reasons for postponement do not hold altogether good today. Reductions have come about both in labor and material, and the present is as auspicious a time as any to push to completion the project that will directly benefit 6,500,000 people in Illinois and thousands of others in the Miss- issippi Valley," Speaking of the need of prompt action oil the part of Governor Small in completing the v/ork of the Illinois River project. Progress Reports , for April 28, 1922, says: "He is the one man who can give us a navigable route through the valley within three years and he is the only man who can keep us from having it. He has full authority to go ahead and v/e believe the work should not be delayec longer. Every day’s delay is not only costing the business men of the valley dollars and cents, but is costing the farmers extra transportation for their grain. " L W r -.-■f ■' 'iik.aa 'i u : -■ V (./ -• ’rts'.'.L'. ■'1 J '. *)l ,.j W' IC' -'' ‘Jw i* IS. . ■>." ' V > .y,. '. ijfi'v i 1 I >]■ fe,'" . -ciysf^;. -V'/ £ ' I f.K ti'L \ ■ : , U' ru^i' 16 . CHAPTER III. WATER TRANSPORTATION COSTS The commercial and agricultural life and growth of the State of Illinois depends upon the proper use of highv/ays and their costs as they affect producer and consumer. There are four major water- transportation routes of great interest to Illinois-- the Miss- issippi River, the Great Lakes, the Illinois River (which when im- proved v;ill become an effective link betv/een these two), and the Ohio River. The pioneer used all these routes freely. The first great impetus of the State came from their use, and thereby Illinois came to be of such importance in the world of production and distribution that, when the age of railways arrived, these new implements of transportation came promptly to Illinois and gave it a greater rail- way growth than that enjoyed by other regions. It became the greatesi railway state and neglected to keep up the v/ater routes, heedless for the time of fundamental economics; for the cost of conducting trans- portation by ships and barges is lower than is possible by any other known means, ^ ^The number of miles which one dollar will carry a ton of freight is frequently given for the various transportation agencies, in the following form; Carrier Miles per $1.0C Horse and Wagon 4 Auto Truck 20 Railroad 100 New York Barge Canal 300 European Canals 500 Great Lakes Freighters Ohio and Mississippi River, 1000 Downstream 3000 Cornish, L. D. , Assistant Chief Engineer, Division of Waterways, State of Illinois. Transportation Costs, p. 8. 17. Now that freight charges are such an increasing part of the total cost of bringing producer and consumer together, Illinois is wakening anew to her potential advantages. Excellent judges state the average freight saving per ton on freight which would move by water if the Illinois Waterv/ay was in use, at from one- two dollars per ton.^ The volume of frei^t is of course a factor and must be taken at a conservative estimate. Of the many millions of tons now traversing by rail practically the same route, how much will naturall; and with economy seek the v/ater route? No one can say with mathemat- ical certainty, but some of our best posted traffic men state figures in millions of tons. Suppose a thousand tons a day is taken as an 2 estimate for the start with an advance within twelve years to fig- ures making an average for the twelve year period of only 1,000,000 tons a year. If the estimate is right the saving on freight is $1,5000,000 a year. Farmers today can ship their grain by rail to St. Louis and thence by water down the Mississippi River to seaboard, at a saving of eight cents a bushel below any rail route to any point on the 3 seacoast. The Mississippi-Warrior service has a frei^t traffic arrangement with the railroads by which every community in Illinois receives benefit, of twenty percent below the rail rate, from this waterv/ay. This is illustrated graphically by Plate III, page 18. ^Gardner, H, C,, Commercial Need turns to Waterways . Illinois Journal of Commerce, June, 1321. 2 Twelve years is the period elapsed from the time the Illinois Water- way was authorized until work was actually going on, (1908-1920). The total preventable loss to society according to this estimate, v/as $30,000,000 for the period, '^Barnes, M, G, , Speech at Henry, Illinois, June 17, 1921. :?i ■ ; « .. i-*;) At i.'^ i ( < I /7/w> am»rheu>^. The average saving on first class freight in the Red Area.,, is 30(^ per cwt. ; in the Green Area it is about 21. 6<^; and in the Purple Area the saving is 16.5(i per cwt. TERRITORY GIVEN LOW TRANSPORTATION COSTS BY THE MI3SISSIPPI-WARRI0R SERVICE 19 . The transportation carried on by this Mississippi River service is eighty percent Chicago and Illinois business, so that the people of Illinois today are receiving tv/enty percent differential on that benefit because a boat line comes to St. Louis. ^ It is fair to as- sume that the saving will be much greater when the waterway is com- pleted to Chicago. The average freight rate on all railroads in the United States was seven and a half mills per ton-mile for a number of years and a special group of coal roads could be selected upon which the 2 average was about five mills. The increases in freight rates during the past few years have about doubled these figures. For bulk com- modities such as grain, coal, sand and gravel on roads which are com- petitors of the Illinois Waterway and Mississippi River between Chicago, the Illinois Coal Fields, St. Louis and New Orleans, the 3 present rates average about ten mills per ton-mile. The Government-fostered river service representing an investment of about ^8,000,000 to date, makes St. Louis virtually a seaport for export shipments by way of New Orleans. Through joint rail and water rates put Mississippi Valley points and the fertile trade territory tributary to the river into direct trade communication with St. Louis industries. The barge rates are a flat twenty percent less than railroad rates, with the same insurance protec- tion, and the delivery by barge can be made as quickly, in most cases, as by rail. This saving is a distinct advantage in close competition. It means a profit on goods which otherwise have to be sold at cost, or at a loss, to hold trade in competition. The Mississippi River, as a freight carrier, has ’borne back". Before the Civil War, in the hey-day of river commerce, 3,149 wooden -hull stern- and side-wheel packet steamboats of twenty- six tons burden each, plied the stream. Their total carrying capacity is exceeded by the more than forty 2,000-ton modern steel barges of the fleet novi being operated between St. Louis and New Orleans v/ith four steel oil-bu.^ning tunnel- type towboats of 1,800 rated horsepower each. The barge line is handling a rapidly increasing tonnage of great variety, and is gaining in popularity with shippers of all classes. 2 Final Report of the Industrial Commission . Vol. XIX, pp. 274-281. 3 This figure is arrived at by averaging rates taken from the current tariffs. t'j ^ 'i* t 20 . On the Nev/ York Barge Canal the rate on such commodities is about three and a third mills, while on several European canals the rate is from one to two mills. ^ The statistical report of lake com- merce passing through the canals at Sault Ste. Marie for a number of years, shows that the average freight charges per ton-mile steadily decreased to a minimum of six-tenths of a mill in 1914, The increas- ed costs of the war and post-war periods caused this rate to increase until it averaged one and a thiidmills per ton-mile in 1920, The average for the past twenty years has been 0.82 mills. Coal is carried at cost on account of its necessity for ballast, so making allowance for this, a fair average rate for lake traffic is one mill per ton-mile. What haS: been done and is being done at the present time by water transportation, is shown by the foregoing paragraphs and the table in the footnote at the bottom of page 16, The people of Illi- nois however, are primarily interested in what the Illinois Waterwa^^ will do toward providing cheaper transportation. To assume that the rates on similar or inferior waterways in the United States at the present time, are a measure of those to be charged on the Illinois ll/aterway is the safest method of arriving at the probable rates. The navigable Monongahela River reaches seventy miles above Pittsburgh, is improved for eight feet draft and has twin locks fifty- six feet by 360 feet. The single fleet lock capacity is about 33-1/3 percent of the Illinois Waterway locks, or 3000 tons. In recent years 1-Clapp, E. J., The Uavigable Rhine , pp, 112-117. 3 U,S. Statistical Report on the Sault Ste, Marie . 1921. ' 'I'!.' K'"’,' , i"t>i ’’'.i (I, ‘ . ■ V'S 1 'll . }. .', ■ 1 ‘ - Xt*- r , y { I ' \ 21 the traffic on this river has been Year Tons 1914 10,374,000 1915 11,815,000 1916 12,876,000 1917 16,009,000 1910 16,538,000 1919 14,630,000 1920 20,718,000 1921 15,000,000 as follows:^ Value $20,714,000 28,180,000 35.673.000 64.210.000 64.720.000 80^ coal &coke Coal only Coal only Coal only-- Business Depressia The barges are returned empty, the coal traffic being a one way haul, including ment, are The government figures for the cost of hauling this coal, six percent interest and ten percent depreciation on equip- as follows per ton-mile: 2000 ton fleet 3000 ” " 4000 " ” 5000 « " 6000 ’• '• .2 5.50 mills 3.12 ” 2.50 " 2.00 ” 1.68 " The decrease in cost as the size of the cargo increases, indicates that for 9000- ton cargoes, the cost would be about one mill per ton- mile. The above costs are for a waterway on which it is necessary to separate large fleets into 3000-ton units at each lock. Inasmuch as the Illinois V/aterway locks can pass 9000-ton fleets in a single lockage, it is evident that the cost of one mill per ton-mile should not be exceeded on such commodities as coal, ore, sand, gravel and grain. No one will dispute the claim that the cost of water trans- portation betv/een Chicago and New Orleans or long hauls to inter- mediate points will not exceed the profitable rates now in effect ^Cornish, L, D. , Transportation Costs , p. 9. ^Ibid.,p. 11. 22 betv/een St. Louis and New Orleans, on the basis of cost per ton-mile. The small added cost from lockage at the upper end of the haul, will be balanced by the saving effected from distributing the fixed charges over the added number of miles. The government-operated Mississippi-V/arrior service between St. Louis and New Orleans has steadily improved during the last three years^ and since April 1, 1921, has shown operating results before 2 deductions for depreciation as follows: April to August, Profit $324,681.10 September to November, Deficit 79 , 524.91 245,356.19 47.572.29 Profit December, Profit April to December, 1921, Profit $292,728.48^ Allowing for depreciation at ten percent, the net profit to the Gov- ernment is $263,455 for the nine month period, or a return of four and a half percent on the investment of $8,000,000. The present equipment can handle 1,000,000 tons of freight 4 annually, equal to 40,000 freight car loads, at a saving under rail ^In the Manufacturers Record of Baltimore , for February, 1922, Clark McAdams, tells us that almost surreptitiously^, during the Great War, when the railroads were groaning under the strain put upon them, the Government spent some $8,000,000 for equipment in re- storing the Mississippi to the status of a great freight-carrying waterway. The barge line on the lower Mississippi, operating thru the first years with inadequate equipment, lost money, but the railroads during the same period lost $600,000,000. The barge line in its first year, with a small temporary fleet, supplied 75,000,000 ton-miles of transportation service and, this historian assures us, when its fleet is complete it will furnish 1,000,000,000 ton-railes of service annually. Following the war the Government continued to develop its barge line. In the five months, beginning with May, 1921, it earned $257,000 more than its operating expenses, and is declared to be the only business enterprise in which the Govern- ment engaged during the War, that made money. 2 Cornish, L. D. , Transportation Costs , p. 10. ^Ibid. 4lbid. K t ? < * f *’1 r ,^. I ' * i- - . »^ « 23. rates of $1.00 per ton.^ Tow-boats pulling five barges each, v/ith a capacity of 2,000 tons to a barge, are making the trip from St. Louis to New Orleans in six days and the return in tv/elve days. It was prematurely estimated that traffic upstream would be only sixty per- cent of the dovm stream traffic. Experience has proven that the traffic is about equal; that the molasses, sugar, oil, and sisal 3 going north has the same tonnage as the grain going south. The Mississippi-Warrior service is operated under a joint rail and water rate which is eighty percent of the rail rate. These rates are effective over a large territory bordering the river and for the Northern Zone, shipments are by rail to St, Louis or Cairo thence by the barge line to New Orleans or intermediate points. The shipper save twenty percent of the through rail rate, but his saving is entirely at the expense of the barge line. The railroad gets about thirty-one percent of the full through rail rates for its 280 mile haul to St, Louis and the barge line gets what is left. The result of this is that the barge line carries a great deal of freight from St. Louis to New Orleans at figures which are materially less than eighty percent of the rail rate betv/een those points. The Barge line operating costs per ton for the fiscal year ending June 30, 1921, v/ere as follov/s:^ Terminals $1.73 Hauling 1,69 Damages ,18 General , 52 Total .J4,i2 ^V/heat in the Mississippi Valley has been worth three cents a bushel more to farmers the past year than it would have been except for this barge line. Current Opinion, April, 1922, p. 544, ^Ibid, 3 Ibid. ^These figures and those following, b y L, D. Cornish. 24 Of these, haulage varies almost directly with the mileage and it is reported that for full cargoes this item is less than one and five tenths mills per ton-mile. The average terminal costs and damage claims are very high on account of the crude way of handling freight at some of the terminals. Results obtained at the completed modern terminals give assurance that the terminal costs will be reduced to ^^l.OC per ton and damage claims to below the railroad average of two and a half percent of freight receipts, which for the barge line would be about ten cents per ton.^ The traffic and general expenses during the three months of January, February, and March, 1922, v/ere reduced to thirty-one cents. These items plus |51,69 for haulage cost aggregate $3,10 as a liberal estimate of the operating expense per ton for barge transportation costs betv/een St, Louis and Nev/ Orleans. The only material operating cost which should be added for throu^ traffic betv/een ITew Orleans and Chicago is the haulage cost for the additional 400 miles, which at one and half mills per ton-mile amountE to sixty cents per ton. The operating cost betv/een New Orleans and Chicago may therefore be assumed as not exceeding $3,70, The possibilities of profit to transportation companies and lower rates to shippers is indicated by the last column in the follow- ing tables v/hich show the difference between $3,70 and the present Mississippi-Warrior Service Joint rail and water rates per ton. This difference is v/ide enough to Justify the claim that rates on this waterway can be made as lov; as fifty percent of present rail rates. It should be kept in mind, however, that any reduction of rates m*uch belov; the scale now in force for the Mississippi-V/arrior Barge Line would probably curtail net profits and decrease the return to the ^This statement is Justified by the experience of the St, Louis-Kan- sas City Barge line whose damage claims v;ere seventy-five percent : 'T ' ■ .. • ' \ ^ 'i' • ' 1 . I i . 1’ . ) .- '’i ‘ • I 25 . Government, which at prasent is four and a half percent on the invest- ment. The decrease in rates could vary directly with increasing tonnage until capacity was reached, the return on the investment re- maining the same. Future reductions in the cost of labor and materials v/hich may result in and justify lower rail rates will also justify lower water rates. The cost of carrying commodities varies greatly v/ith their character,^ therefore the figures in the last column indicating the margin over actual cost may be in error for any particular item but the mean figures are essentially correct. less per :|1.00 of freight charges than those of the competing Missouri Pacific Railv/ay Company. ^•'The transportation charge on the mater^ entering into a pair of shoes made in a St. Louis factory averages one and one fourth cents The transportation charge required to place that pair of shoes in the hands of a consumer in any part of the United States averages between two and three cents. The freight rates on cantaloups to New York range from less than a cent a melon from the Carolinas to about two and one half cents for that from California. The freight charge paid on the apparel of a fully dressed man or v/oman would range from six or seven to sixteen or eighteen cents. ”--McPherson, L. G. , Railroad Freight Rates , pp. 49-52. "The freight on a dining-room suite selling for ^75, is a little over two dollars. "-- The Freight Rate Primer . National Prosperity Association, St. Louis. Prom the above examples it is easy to see how widely the percentage of freight rate varies to the tofal value of the shipment. In general, the relation the freight rate bears to the value of the article is a small percentage in the case of hi^ value articles of small bulk, and a large percentage for articles of small value but large bulk. 26 . FREIGHT RATES PER TON C.L. Chicago to New Orleans^ Rail Rates Mississippi V/arrior Mi SB. War Less Cos 1913 1921 1921 of $3.70 Agricultural Implements $ 7.20 $12.00 $ 9.90 $ 6.20 Canned Goods 7.00 11.70 9.70 6.00 Dried Fruit* 8.20 21.80 17.90 14.20 Glucose 5.00 8.40 7.10 3.40 Packing House Products 7.80, 13.10 10.90 7.20 Paints, Red and White Lead 5.60 9.30 7.80 4.10 Rails 7.60 6.30 5.60 1.90 Salt 4.60 7.70 6.60 2.90 Soap 6.20 10.40 8.70 5.00 Starch 7.00 11.70 9.70 6.00 Steel, structural 5.60 9.30 7.80 4.10 Stoves and Ranges 8.80 14.70 12.20 8.50 Varnishes 8.20 13.70 11..4C 7.70 Mean $ 7.44 $11.56 $ 9.64 5.94 Corn for Export $ 4.00 $ 7.90 $ 5.38 $ 1.68 Wheat for Export 4.00 7.90 5.68 1.96 Mean for Grain 4.00 $ 7.90 $ 5.53 $ 1.83 New Orleans to Chicago^ Canned Goods $ 6.40 $10.70 $ 8.90 $ 5.20 Coffee^ 5.00 12.00 9.70 6.00 Cotton'^ 2 10.34 21.90 21.10 17.40 Dried Fruit"^ Fresh Fish‘d 7.80 21.80 17.90 14.20 11.00 18.20 14.90 11.20 Glucose 5,80 9.70 8.1C„ 4.40 Lumber 5.10 8.40 6.90*^ 3.20 Petroleum 4.60 7.30 6.10 2.40 Rice 7.00 11.70 9.80 6.10 Sisal (Import) 5.60 10.30 7.10 3.40 Sugar 4.86 12.00 9.60_ 5.90 Steel, Structural 6.00 10.00 7.00^ 3.30 Mean 1 6.62 $12.83 $10.59 6.89 ^Current Published Joint Tariffs 2 For such high value articles as these, the figures in the last column are probably considerably too high, ^Estimated Rates 5 27 The average joint rate from Chicago to New Orelans on wheat and corn for export is i|5.53 per ton. Of this the railroad gets $2,65 per ton for a 280 mile haul or nine and a half mills per ton- mile and the Barge Line gets $2.68 per ton for a 1200 mile water haul or two and four tenth mills per ton-mile. The all rail distance from Chicago to New Orleans is 920 miles and the all rail export rate on grain is $7.90 per ton or eight and six tenth mills per ton-mile. For coraraodities other than grain, lumber and Birmingham steel shown in the foregoing table, the average joint rail and water rate is $10,35 per ton of which the railroad gets $3,85 per ton or 13.8 mills per ton-mile and the Barge line $6,50 or five and four tenth mills per ton-mile. These authentic figures show that the government barge line can carry freight at a profit for about one- third the ton-mile rail rates now in effect. When the Illinois Waterv/ay is completed and modern barge lines established between Chicago and New Orleans better results can be obtained. SI ,V‘'^ ' , V;r^-r,; — “" ' ' ' * ’ '^v ' ' f ' ''v^i' ■' ■• - , . >" . ■ ',.> ^ w4 ¥■'• ' ..'■'i .' «r.'si:>r :#t»«l''’' ^ ‘ -/■S^.',*’ 'frjil S^SV:i » ill ' ll >M V , 1 ' ; i „.. . /.y o«-dt -*■ .5*’^-' ^ 1 ^*prU! ■ '' . ? I ' < V ? j. J ; i < < « T ^ ? < ^ i 33 Joliet. Joliet, with its environs, has a population of some 60,000, Its most numerous industry is the quarrying and crushing of stone. The industry employing the greatest number of people is steel. For .Instance, wire, rods, railroad spikes, angle bars, nuts and bolts are made in Joliet cheaper than any other place in the world. There are more wallpaper mills in Joliet than in any other city this side of the Allegheny mountains. The largest art calendar factory in the world is in Joliet. There are numerous agricultural and other machinery-making establishments. There are also railroad shops, wire mills, horseshoe, toe-calk, automobile, chemical, matches, coke, car- ton and box-raaking industries.^ Joliet is an important railroad point. In the accounts of the Michigan Central Railroad it is of greater iE?)ortance than Chi- 2 cago. The dam at Brandon Road will create a large pool probably a lalf mile wide affording anchorage for vessels and a lay-up point for svinter and repairs. The Chicago, Rock Island and Pacific, the Santa Pe and the Chicago and Alton Railroads have ready access to this Brandon pool and will doubtless find it to their interest to construct tracks alongside it. The Chicago Outer Belt line^ — the Elgin, Joliet ind Eastern Railroad--crosses the main channel and already has tracks ilong its shores. The natural sequence is that great quantities of freight will be broken in Joliet and shipments made from that point. The Association of Commerce of Joliet cites as evidence of the tendency of the Illinois V/aterway to act as a loadstone to manu- facturing interests, the fact that a Chicago broker during the summer ^Information supplied by the Association of Comraerce of Joliet. ^Gardner, H, C. , Commercial Need Turns to Waterways . Illinois Journal of Coitimerce, June, 1921. I' t : t i ■a \ I I 1 ' ! '( I i } I .’I .k. t 34. of 1921, when work at last was started on the waterway, requested the Association to assist him in finding suitable buildings for three manufacturing plants. Buildings having about 30,000 feet of floor space were desired.^ Another great saving will follow in the wake of the comple- tion of this canal. Cars destined for interior and north side points in the city of Chicago will be run onto great sv/itching barges and instead of taking weeks in finding their destinations and in many cases, being totally lost, will get to their consignees in a single day. In other words the Sanitary Canal will become a great switching yard for many railroads. Ottawa Ottawa, situated at the confluence of the Illinois and Pox Rivers, is within the bounds of La Salle county. This county ranks second in Illinois and fifth in the United States in value of agri- p cultural products, Within a ten-mile radius of the city is found the highest grade of silica moulding sand and glass sand in America. This is the commercially famous Ottawa sand, large quantities of which are used by every steel company and foundry from St. Louis to Gary and to points along the Ohio River and the Great Lakes. There are twenty plants in and about the city that depend entirely upon the mining of silica sand, and the approximate mined tonnage annually is about one million tons. V/ith the waterway opened it is esti;aated that this district will ship 5,000,000 tons annually.^ ^ Illinois Journal of Commerce . August, 1921. 2 '"Hill, H, T. , General Secretary, Illinois Chamber of Commerce, Illi- nois Journal of Comraerce, July, 1921. Sibid. 1 r Nv 35 Along the hanks of the waterway in this neighborhood are found also, inexhaustible deposits of sand and gravel mixed by nature in the proper proportions for concrete so that after separation by screening there remains a ver 2 / small percentage of waslP material, Chicago's annual consumption of sand and gravel is over 3,000,000 cubic yards, ^ La Salle At the head of navigation on the Illinois River, is La Salle a city of 13,000 people and the trading center of a section with 2 50.000 residents. The industrial directory of the city includes zinc smelters and rolling mills, cement mills, clock works, chemical plants, a machine and tool factory, brick and tile plants, an artifi- cial ice factory, and coal mines in the environs,'^ Speaking before nearly 200 representative business men of Illinois on June 16, 1921, when they were participating in a confer- ence held in various cities along the Illinois River for the purpose of advancing the cause of the Illinois Waterway, Mayor P. E, Coleman of La Salle said in part: "It may be surprising to you to know that from La Salle there is shipped out annually approximate I jt- 5,000,000 tons of freight. Our cement plants, three in number, produce annually about 1,500,000 tons. Our coal mines, in addition to supplying the local industries, ship to consumers elsewhere approximately 750,000 tons of coal. Our zinc plants are also producing great quantities of zinc, about 150.000 tons each year, and when you take into consideration the fact that on a pre-war basis the annual production of zinc in the world was ^Barnes, M. G, , Commercial Aspects of the Illinois Waterway , p. 13. ^U. S. Census, 1920, ^Report of the La Salle Chamber of Commerce. 1921. _ 36 about 350,000 tons, you can readily realize that in the zinc world at least this communi tj'- is an important factor,” The freight tonnage of the La Salle district is fourth in the state. Only Chicago, East St. Louis and Peoria outrank La Salle in heavy shipping. A large proportion of the manufactured products of this district is made up of heavy commodities, such as coal, cemen sand, gravel and manufactured zinc, as v;ell as agricultural implement and the products of foundries. This part of the valley is also a fertile, productive region and the movement of agricultural products is heavy. With river improvement and the canal connection, the La Salle district can move a portion of the five million tons of heavy commodities in and out by water and thus relieve the congestion that often occurs on the railroads. This city would then becone a river port for the shipment of commodites that would come in from the North to be transferred to boats and barges^ (See the map on page 9, for the strategic geographical location of La Salle.) Near the city is Starved Rock in the Illinois State Park, a site of historic interest to every resident of the state, for it was from this point that La Salle and Tonti conducted their important civilizing operations for their royal Erench master. Peoria Peoria, the fifth city of great industrial importance, is midway between Chicago and the mouth of the Illinois River at Grafton Her grain business annually amounts to $50 , 000 , 000, her beef packing industry to $35,000,000, her wholesale and jobbing upwards of ^Illinois Journal of Coramerce, June, 1921, ■r 37 $45,000,000, her retail industry upwards of $35,000,000. Over six hundred plants manufacture over one thousand articles, employ 20,000 people, ha.ve a total annual payroll of $8,000 000, and a total annual product of $200,000,000. In 1910, after care^ ful estimate, it v;as figured that Peoria was turning out $04,000,000 Y/orth of goods a year. A recent survey hy outside experts estimated that the annual product amounted to $200,000,000.^ Peoria is situated in a rich agricultural a.nd coal area, and is the terminus of fourteen steam railroads and three electric lines. Its chief industry is the production of agricultural imple- ments and tractors, paper and paper products, wire and steel, metal and foundry supplies, stoves and furnaces, cereal products, "beef products, textiles, rope and cordage. Alton on the Mississippi, and St. Louis the focal point of the waterway system of the United States, as well as many other nothern and southern Mississippi River points, and cities on the Ohio and Missouri Rivers, will contribute to the Illinois Waterway tonnage. Important Industries and natural Resources. During the year 1921 and part of 1922, the Illinois Journal of Commerce ran a series of articles on features of the state, entitl- ed, ”What Illinois is Proud of”. The articles dealt v;ith the most outstanding of the many important industries and natural resources of great commercial value possessed by the state. An article on Coal by Dr. P. C. Honnold, Secretary-Treasurer rilinois Coal Operators Association, appeared in the June, ].921, issue It appears from his article, that although coal is produced from 938 '■Pigures furnished by the Association of Commerce of Peoria, 1921, 38 . mines in fifty- three of the 102 counties in Illinois, it is shipped by rail from onl^'- 373 of these mines located in thirty-eight counties the other 565 mines being small and supplying only local needs. Plate V, page 39, shows the production of coal, in a graphical manner, in such of the thirty-eight counties producing 1,000,000 or more tons annually. The 373 shipping coal mines in Illinois are served by forty railroads whose combined tonnage for all farm and forestry’’ products and all metals transported by them does not equal the coal they handle. The six major coal carrying lines in Illinois and their annual tonnage of coal hauled is; Tons Percentage of Railroad Counties Mines Shipped Freight Handled Illinois Central 21 110 9,500,000 44.6 Chicago, Burlington, &Q,uincy 11 65 9,250,000 36.2 Big Four 8 37 4,600,000 50.4 Chicago & Alton 9 30 2,500,000 41.3 Chicago & Eastern Illinois 6 28 2,300,000 60.4 Missouri Pacific 2 30 2,100,000 ---- During the past fifteen year s, Franklin County, southern Illinois, and v/ithin forty miles of the Mississippi and Ohio Rivers, has grown to be the World's largest coal producing county'". There v;er€ in 1921 twenty-six coal mines, producing during the year 12,000,000 tons. At that time, although practically every acre of mineral rights had been purchased, only a small area had been mined out. Hundreds 2 of thousands of acres v/ere still undeveloped. Franklin's coal history reads like the record of a treasure hunt. In 1892 a few of the citizens of the county seat town of Ben- ton drilled for coal. After going to a depth of 584 feet they became ^Hcnnold, F. C., Illinois Journal of Commerce, June, 1921. ^Snyder, J. D. , Secretary of the Benton Commercial Club, Franklin nrmn + -vr*c! Tlo Tr 1 n -nr-, o n + TTInririio .Tr\nr>nQl ri-T <=> T*r> f. fimV. PT" 1 Cfi' t I < c t ( 40 discouraged and abandoned the hole. The drill, at the time they stopped, was within fifty feet of discovering a real Eldorado for this section of the country. The next prospecting v/as done a few years later by Captain V/. P. Halliday, of Cairo. The results of his prospecting, however, were not disclosed until long after his death. He had discovered the great coal deposits from which the Central and many of the Western states were to be supplied for the next century. Captain Halliday had expected to purchase 100,000 acres in the heart of Franklin County. Joseph Letter became familiar v/ith the great coal deposits and purchased about 10,000 acres upon which was located the famous Leiter mine. Scores of similar tracts have since been purchased by coal corporations, until at the present time there are very few acres of Franklin Countj^ coal land unsold. The largest coal mine in the world is located at Orient and owned by the Chicago, Wilmington & Franklin Coal Company, The world’s largest coal washer is located at Benton, owned b^'' the United States Steel Corporation.^’ Franklin County coal is fast supplanting the Hocking coal from Ohio, the Splint coal from "West Virginia, and the Pittsburgh coal in the northw^est and south. During the war it was substituted in the northern states for anthracite. Recent investigations have disclosed that it is a coking coal of high quality, so valuable as a metallurgical coke that the United States Steel Corporation purchased p 40,000 acres v/ith a view to using it in its by-product ovens at Gary ^Snyder, J. D, , Franklin County’s Development . Illinois Journal of Commerce, Septem.ber, 1921, 2 Ibid, 41 and South Chicago. Illinois Coal is sold for quantities in some fourteen states, tive amount, in about the following Illinois Missouri Iowa Wisconsin Minnesota Indiana Michigan Nebraska South Dakota Miscellaneous commercial use in substantial and in round numbers, as to rela 1 order : 30.000. 000 8.500.000 4.000. 000 2.500.000 2 . 200.000 1,500,000 750.000 350.000 200.000 2.000. 0CQ 52.000. 000 In addition to the above, the sale of coal to railroads, anc the production of coal by industrial companies for their own use, amounts each year to about 32,000,000 tons, which makes up the aver- age production of a norrrial year, or about 60,000,000 tons. '•Present Illinois coal mines have an annual productive ca- pacity of 125,000,000 tons if v^orked 300 days of eight hours each. The coal is alv/ays there to load, and except in rare cases, plenty 2 of miners to dig and load it." Economic Saving Through Handling Coal by Water. ^ It has been estimated that upon the completion of the Illinois Waterway, 15,000,000 tons of coal will seek transport over the Illinois and Mississippi Rivers to Chicago and points north. Should this take place much railroad property required in normal times will be released for the transportation of other commodities. An estimate of the cost of such property is obtained in the following ^Honnold, P. C., Illinois Journal of Commerce, June, 1921. 2 Ibid ^Barnes, M. G. , The Illinois Waterway , p. 16. V3 < 5 r 42 manner : Most of the Illinois coal that reaches Chicago comes from the southern counties and from the Springfield district, distances ranging from 180 to 300 miles by rail or a.n average of say 240 miles. The average rate of speed for cars on railroads in the United States is about thirty miles per day and the capacity of coal cars is about fifty tons. It is estimated that loaded trains v;ill be made up of forty cars and empties of eighty cars. Under these assumptions the following figures are derived. One car v/ould make 23 round trips per year (assuming constant use) and haul 1,150 tons per annum. It would, therefore, require 13,040 cars and 200 locomotives to trans- port 15,000,000 tons of coal to Chicago. The value of this property is: 13,040 cars at $3,000 each $39,120,000,00 200 locomotives at $50,000 each 10,000,000,00 Total value of rolling stock $49,120,000,00 The Interstate Commerce Commission estimates that cars and locomotives on the railroads of the United States amount to twenty- one percent of the total value of all railroad property. If this is true, the total value of all railroad property released in the trans- portation of coal alone, by the construction of the Illinois Waterv/ay, is $234,000,000, It will require about $30,000,000 to $35,000,000 worth of property to transport this amount of coal by water including the terminal facilities, or a net saving of $200,000,000.00 worth of transportation property, which at six percent interest amounts to $12,000,000,00 annually. The rail rate on coal from Southern Illinois to Chicago is $2.17 per ton. It has been estimated that v;ith the completion of the »< t':' ’’1 « V, A »• { > t \ ( { ; f K. < ( < w> /, * A*i 43 Illinois Waterway fleets of targes with a capacity of 9000 tons can transport this coal up the Mississippi and Illinois River to Chicago at a saving of $1,00 per ton. This does not seem unreasonable in the light of experience on other waterv/ays transporting similar commodi- ties. Coal is hauled on the Great Lakes, distance of 1000 miles at thirty cets per ton. In 1920, 21,000,000 tons of coal were trans- ported over the Monongahela River to Pittsburgh in smaller barges and through smaller locks than will be used on the Illinois River, a distance of sixty-five miles, for less than ten cents per ton, while the railroad charge for the same distance was eighty-five cents per ton. In the construction of the Illinois Waterv/ay there wmll be developed as a by-product about 55,000 h. p, yrs. of electric power. This will result in an annual saving of 550,000 tons of coal as ordinarily developed in steam plants. The saving of this amount of coal v/ould release $1,800,000.00 worth of rolling stock or $8,500,000.00 w/orth of rail property. At six percent interest this shows an annual saving of $510,000.00. Statistics of the U. S. Census show that the consumption of power from central power stations in the United States is about 160 h. p. per thousand of population. At this rate the power developed is sufficient for a population of 344,000 people; five percent of the total population of the State. The current prices of the coal f.o.b. mines in Illinois and Indiana and rail rates to Chicago are shown in the following table : SOUTHERN ILLINOIS Freight rate to Chicago $2.17 Prepared sizes $3.50--4.05 44. Mine Run $2.75--3.00 Screenings 1.85--2.25 NORTHERl-I ILLINOIS Freight rate to Chicago $1.54 Prepared sizes $4«25--4.50 Screenings 2.50-~3,S5 SPRINGFIELD DISTRICT ( CEIITRAL ILLINOIS) Freight rate to Chicago $1.83-|- Prepared sizes $2.75-»3.50 Mine Run 2. 25- -2. 7 5 Screenings 1.75--1.85 INDIAITA, FOURTH VEIN COAL Freight rate to Chicago from Sullivan County, $1,92; from Clinton, $1.78 Prepared sizes $3.00--3.75 Mine Run 2.60--2.90 Screenings 2.00--2.25 INDIANA, FIFTH VEIN COAL Freight rate to Chicago from Sullivan County, $1.92; from Clinton, $1.78 Prepared sizes $2.60--3.00 Mine Run 2, 25-- 2. 60 Screenings 1.50--1.75 This table shows an average of about $2.65 per ton for mine run coal f.o.b. cars at the mine at an average freight rate of $1.87 per ton, or a total of $4.52 per ton f.o.b. cars at Chicago. At these prices, the value of coal saved annually by the development of pov;er along the Illinois Waterway amounts to $2,486,000.00. If the 45 price of coal and freight are finally reduced to ^3.00 per ton, the saving would amount to $1,650,000.00 annually. The total oenefit from the transportation of coal by water and the saving in coal due to the development of power along the Illinois Waterway is as follows: Interest on transportation property released Coal saved by development of power along the waterway Saving in transportation on 15,000,000 tons of coal at $1.00 per ton Total annual saving $12, 510,000,00 1,650,000,00 15,000,000.00 $29,160,000.00 Before the war the cost of producing power in the United States by steam was $70,00 per h.p. per year. If power developed incident to the construction of the Illinois V/aterway is sold at $30,00 per h.p, per year, the annual saving will amount to $40,00 per horse power or $2,200,000 annually. This is five percent on $44,000,000. Computed on the saving of coal only, i.e. $1,650,000.00 annually, this power represents at five percent interest a capital of $33,000,000.00, The development of one horse power saves the labor of thirty-five men per year. The development of 55,000 horse power is equivalent 1 d the labor of 1,925,000 men annually. The benefits to be derived from cheap hydro-electric pov/er obtained from Niagara Nalls has been heralded far and wide. The wheels of commerce and transportation through a radius of 200 miles from Buffalo receive their energy from the falls of the Niagara River, Yet as great as this power is it does not equal the power developed by steam in the Chicago district. Every pound of this \ •3 h 0 t t «: < ? t c < < < < ( 5 < 46 coal is transported to the power houses for a distance of over half the length of the State. This coal comes from near the banks of navigable waters of southern Illinois. Practically all of it should and could be brought to Chicago by water and could be delivered to the very doors of the great power plants at an annual saving to tax payers of northern Illinois sufficient to pay four percent dividends on the entire cost of the waterway. As startling as these figures are, they only tell of the benefits of the handling of one commodity- -coal. The world is coming to appreciate the world primacy of Illinois in that industry which is at once essential to agriculture and of importance in commerce-- the manufac turing of farming machinery and implements. According to the abstract of the Census of Manufactures issued by the Census Bureau, the United States produced in 1914, farm machinery valued at $164,036,335, of which Illinois alone produced $65,337,663, or about forty percent of the country’s total production. The preliminary figures in the 1920 Census, give the value of the farm implement industry’s products in the United States in 1919 as $304,961,000, or a little less than twice the total for 1914. No information has yet been given out as to the rank of Illinois with respect to farm implement production in 1919, but it is to be assumed that its proportion of the nation’s output did not decrease between 1914 and 1919. That this is not a transient domination is shown by the fact that in 1909^ Illinois made $57,258,325 worth of farm implements ^U, S, Census, 1910. 47 out of $146,329,269 for the nation, or a little better than thirty- nine percent. In the September, 1921, issue of the Illinois Journal of Commerce, DeWitt C. Wing, Managing Editor of the Breeder’s Gazette, speaks of the live stock industry of Illinois as being one of steadily increasing importance although of rather recent attention at the hands of most farmers. Grain-farming is like mining: it takes wealth out of the land, and ships it out of the community. The virgin stocks of soil fertility made agricultural lands comparable to a bank, full to over- flowing with deposits. Thousands of "patrons” drev/ lavishly upon the bank’s original capital for many years, until in some regions the "Bank" was approaching insolvency. Consequently , a mixed system of farming, involving the breeding and feeding of live stock, is being largely adopted to conserve the original capital of the soil. Illinois has more than 250,000 farms, on which cattle are raised on ninety-one percent, hogs on seventy-five percent, horses on ninety-three percent and sheep on ten percent, according to the 1920 census.^ During the next five years a marked increase in the total amount of live stock and an equally marked increase in its breeding and usefulness are fore-ordained by the cheapness and abundance of corn and other grains, by the declining yields of crops on grain farms, by the restoration of Araerican industry, by the low prices of breeding stock, and by the growing popular knowledge of the scientific soundness of the stock -farming system. ^Y/ing, D. C, , The Live Stock Industry . Illinois Journal of Commerce, September, 1921. 2lbid 48 The numbers of cattle, hogs, Illinois in 1920 are as follows;^ Cattle Hogs Sheep Horses and Mules sheep, and horses and mules in 2.395.000 4. 585.000 889,000 1.470.000 Speaking before the Southern Illinois Conference held at Benton, September 16, 1921, Frank W, DeV/olf, Director of the Illinois Geological Survey, brought to li;^t some pertinent information con- cerning Illinois’ mineral deposits.^ Although not recognized as a great producer of minerals Illinois ranks fourth among the states of the Union, and in 1918 yielded mineral products from domestic sources valued at more than $271,000,000, Of this production southern Illinois was responsible for at least forty-five percent of the total, the Baltimore and Ohio Southwestern Railroad, which crosses the state from East St. Louis to Lawrenceville , being taken as the northern boundary of "Southern Illinois". Of the minerals other than coal that are native to southern Illinois, the most important are petroleum, clay and clay products, fluorspar, stone and tripoli or amorphous silica. The silver produc- tion of Illinois, valued at approximately $8,000 a year and produced IS a by-product of fluorspar mining, is of passing interest only. "Besides the fields I have spoken of (referring to establish jd Illinois oil fields) , there has been a great interest in southern Illinois in such communities as Benton, Harrisburg, DuQ,uoin and all bhe large communities. It is altogether likely that some oil will be 'U, S, Census, 1921. -Reported in the Illinois Journal of Commerce, October, 1921, 49 found here and also in Western Illinois, but it is very difficult to find the places to drill because your rocks are buried under many feet of glacial drift, so that it is impossible for the geologists to see the rocks, Fortunately, however, from a study of viev/s of core records and water-well records, the survey has been able to work out the structure in may places.”! The latest complete figures on the mineral resources of Illinois are as follows:^ Coal $206,860,291 Petroleum 29,111,851 Fluorspar 2,430,361 Limestone 2,951,045 Clay 413,901 Tripoli 18,902 Ganister , Novaculite 58,007 and crude Tripoli Illinois’ underground oil supply amounts to 440,000,000 barrels or five percent of the nation’s total reserve. At the presen' rate of production this supply will last forty years, or twice as lon| as the nation’s supply. The Illinois reserve is more than twice as large as that of V/est Virginia or Ohio, nearly twice as large as that of Pennsylvania and more than four times as large as that of New York, Sand is the cheapest commodity on earth sold in bulk. It is the only commodity so inexpensive that the cost of transporting it is ^DeWolf, F. W. , Mineral Deposits of Illinois . Address, Sept. 16, 1921, 2 DeWolf, F. V/., Director of the Illinois Geological Survey. 3 These calculations are the result of a study made jointly by the United States Geological Survey and the American Association of Petroleum Geologists. 50. often two or three times the value of the material at the source of supply. About 4,000,000 tons were produced and sold in the State of Illinois in 1921.^ The Illinois River, the Rox River, and The Rock River, possess good deposits of sand and gravel besides those found in the bed of the Mississippi. Probably the largest single use for sand and gravel is found in the modern concrete highv/ay. Every mile of hard road of average width contains approximately 2,000 tons of sand and 3,000 tons of gravel or crushed stone. Approximately 1,200 miles of new concrete 2 roads and streets will be built in Illinois during the year 1922. Speaking before the Business Building Conference of Illinois held during January, 1922, Herman H, Hettler, President of the Illi- nois Manufacturers' Association, credits Illinois with destiny to become the manufacturing center of the world, because of its raw material, unlimited supply of fuel, soil of surpassing fertility, unexcelled transportation facilities and "climate conducive to indus- trial pep". The last government census of Illinois Factories for the year 1919, shows that the value of products in the state amounted to $5, 426,652,000 or a gain of 14.15 percent over the previous census conducted in 1914.'^ There was paid out in wages by 18,594 plants the enormous sum of $801,610,000 or a gain of 135.1 percent in five years, and 805,008 persons v/ere engaged in rnanuf actur ing in these establish- nents--an increase of 30.3 percent in the five year period.^ ^Pierce, J. D. , Secretary, Illinois Concrete Aggregate Association, Sand and Gravel of Illinois , Illinois Journal of Commerce, March, 1922. - Ibid . Z •^Reported in the Illinois Journal of Commerce, February, 1922. ^U. S. Census, 1914. ^U. S. Census. 1920. \ 1l|< JSi li[>Jil|UlH^- 1 \ ? i I c < c 51. Illinois ranks third among the industrial states--the value of her manufactured products being exceeded only by New York and Pennsylvania^--states which had a start over Illinois in indus- trial fields of more than 100 years and possess the advantage of a location on the seaboard,'^ A tinge of color is added to the composite picture of the resources of Illinois, when it is known that the growth of Chicago as the great central market has brought about the development there of the public warehouse idea to a much greater extent than in any other distributive center, J, E. Lee, President of the Illinois Association of Ware- housemen, has this to say about v/arehouse facilities in the state; “There are at the present time approximately forty established ware- houses in the city of Chicago handling general merchandise storage. This is exclusive of cold storage and household furniture warehouses?* Peoria, Joliet, Aurora, Springfield and other cities contribute to the state’s total warehousing capacity. The merchandise handled by these institutions will total more than one and a quarter million tons per year."^ ^U. S. Census, 1920, 2 The importance of the Illinois Waterway as a vital factor in the future manufacturing supremacy of Illinois is indicated by this news item from the Illinois Journal of Commerce for February, 1922, “Construction of the Jones and Laughlin Steel Company's new mills at Hammond, Indiana, waits upon the opening of waterway transpor- tation to New Orleans by the Calumet River, the Sag and Drainage Canals, and Illinois and Mississippi Rivers.” 'Z ‘^Lee , J. E. , V/arehouse Facilities of Illinois . Illinois Journal of Comjmerce, February, 1922, ^Ibid. ’A li 14 t iv '•1 y I •I I ■ 'I I “ l; VUl ■ ■ ' • V I * n • V i' ’Vi-» ■ .“•w I \ t •r ■ -Vi •** 52 Contiguous Territory Tributary to the Waterway. Inasmuch as the two general principles of rate making, cost of service and value of service, will guide the Illinois Y/aterway carriers in compiling their tariffs, it follows that any cominodity produced along the banks of the waterv/ay, near enough to a loading pier to be practically free of any land transportation costs, can be shipped over the Illinois Waterway more cheaply than by competing means of transportation. This will be true even, in a good many cases, when the water route is the indirect one, as long as the ad- ditional mileage does not eat up the saving of the water rates over the indirect one. Exactly the same thing is to be said about arrival of the goods at their destination. As long as this destination is along the banks of the waterway or some water arm of the system, there can be no doubt about the advantage of the waterway over other existing means of transportation. In other words, as long as the commodity is pro- duced and consumed or exported entirely at points located on some connecting link of the internal waterv/ay system, the freight charges will be less than by rail. The distance of the haul matters not in the least. Whether it be for ten miles or a thousand miles, the charge per ton-mile can be less than the rail carrier’s charge per ton-mile for the same haul, V/ith rail ca-rriers as with water carriers BUch charges as terminals, damage, a.nd adminis tration are fixed defi- nite costs per ton regardless of the length of the haul, while others, nainly those of haulage, vary almost directly with the mileage. Contrary to the general opinion, water transportation is just as expeditious on the average as rail carriage. While the barges io not make as high speed as freight cars, their speed is steadier. I 53 Though the freight car may occasionally travel twenty miles in an hour and the harge almost never over five, yet either will make about the same number of miles in a day. This is true because of the con- gestion at rail terminals, the great amount of switching that must be done, the waiting for hours a,t a siding to permit a fs.ster train to overtake and pass, and the immense amount of package freight handled by rail carriers. The canal barge, on the other hand, moves steadilj'- though slowly, if it is an express, straight to its destina- tion without stopping. If it is handling package freight it stops only long enough at each port to discharge and ta.ke on the frei^t. There are no delays from congestion, ri^t of v/ay, or sv;itching. Lockage does not require over an hour. The situation is the classi- cal one of the hare and the tortoise. There is no question either, vhen a waterway is a link in a joint direct route between tv;o points, that a cheaper rate may be worked out than if an all rail route were used, provided the cost of reloading at the transition point does not become as great as the saving effected. The length of the water haul is the determining factor in a case of this sort. It is only v/hen the waterway attempts to draw trade from points not located on its banks, vrhich are in direct line wdth the shipping destination by rail but v^-hich in order to move by water must use a truck or rail shipment at either or both ends of the water haul that a serious problem in the deteimi nation of trade area arrises. Pinckneyville , shipping coal to Chicago, is in direct connection with it by rail, but is thirty miles from the Mississippi and water con- nection. The irtplement manufacturers in Chicago have good rail con- nections to Mt. Sterling, Yfhich is fifteen m.iles from the Illinois . .. ‘ ; «c'X i ; ' . ' ' i>*,. -/'■ ' ''^ ''' t 4 54 . River. When the barge service on the Illinois Waterway is in opera- tion will the coal mining company at Pinckneyville find it profitable to truck their coal to the river, build a narrow gauge line, or use an existing feeder line, in order to take advantage of the cheap water rates, instead of using the direct rail service? Can the deal- er at Mt. Sterling make more profit for himself or a lower price to his customers, if he orders his farm machinerj'' shipped by water to Eeardstown, from v/hich point, it v/ill have to move by rs.il or truck to Mt. Sterling, instes.d of using rail the entire distance? Upon the solution of such problems as these, depends the estimate of the size of the contiguous area that may be considered as a freight tributary in this survey of potential tonnage for the Illinois Waterway. For commodities of high value and small bulk, motor trucks are now meeting the competition of railroads for fifty to one hundred and fifty miles. For coimnodi ties of low value and high bulk, distances which trucks can compete with railroads are much less. In general, it is true that the distance out of direct line for w^hich it will be profitable to truck goods to the Illinois Water- wa,y varies directly with their value and indirectly'' w'ith their bulk. After a very extensive study of Inland Waterways and Trans- , O portation Costs,''' Mr. M. Ct. Barnes came to the conclusion that the extreme boundary of the territory tributary to the Illinois Waterway, should be set at forty miles from the waterway. The waterway cannot hope to draw all the long haul existing tonnage from this area but it should draw a good part of it from the outer edge with a steadily ihcreasing percentage as the distance shortens until practically all “Patton, A. E., Some Economic Aspects of Motor Truck Transportation, p. 56-61. 2 Barnes, M. G. , Inland Waterways and Transportation Costs , p. 18. 1 .^ ■ ...f ■'> t . ;i '■fi ■ •' n. *\ f- ■■‘V '.dk < • 55 of it may be counted on at the v/ater’s edge. The ratio of low value goods to high value goods in tons, vrill increase as the course of the waterway is approached. Mr. Audley E. Patton in an investigation carried on during the winter and spring of 1921-22, for the purpose of determining motor truck transportation costs,^ came to conclusions similar to these Just stated. This forty-mile area in Illinois is shown on the map of the state in Plate VI, page 56. It is stated that seventy-seven percent of the area and eighty-six percent of the population of Illinois are within forty miles of navigable waters. ^ The plate also shows the coal and grain production in that part of the forty mile area which will affect tonnage on the Illinois V/aterway most directly. Plate VII, on page 57, shows the proposed hard road system for Illinois, It v/ill'be noted that many roads connect v/ith the Waterway and when completed will be admirable trucking highv;ays. The hard road con- struction is being pushed along rapidly, the quota for 1922 being 1000 miles. Plate VIII, on page 58, shows the railroad lines now existing which will become feeders for the Waterway on account of their connection with it. Exports and Imports. Out of thirty-eight exporting customs districts in the United States only five, during the first nine months of 1921, showed increased export values over the corresponding period of the preced- ing year. The Chicago district’s increase, from |25,354,000 to $42,662,000 was the largest.^ “Patton, A. E. , Some Economic Aspects of Motor Truck Transportation , p. 57. 2 This estimate is based on figures from the U. S. Census, 1920, ^^Eoreign Commerce Department. Our World Trade. 1921^ U.S. Cham._Qf^_CQi m PLATE VI COAL AND GRAIN PRODUCTION WITHIN THE PORTY-MILE AREA CONTIGUOUS TO THE ILLINOIS WATERWAY. 56 , The Green areas, represent the Grain production of the various counties. The Purple areas, repre- sent the Coal production •T>he Hatched area is that section more than forty miles from navi*?, able water ways. PLATE VII 57 THE HARD ROADS PLAN FOR ILLINOIS LEGEND Paving Comp let ed • — • Roads under construction and roads upon vahich work has not been started ^ The shaded area is that section of the State which is more tnan 40 miles from navigable waters. La'f» M I c, ^ * 4 <» 'I PLATE VIII RAILROADS GONNP]CTING ILL I NCI- W.TP-.W.Y 59 . TJrie foreign and domestic commerce of the principal Gulf ports in 1913 amounted to over sixteen million tons."^' These ports are all either now connected, or very soon will be connected, by an inland water route with the Mississippi River. The present tonnage between St. Louis and Chicago is approximately 2,500,000 tons annually; equally divided between north and south bound freight. On the Miss- issippi River from St. Louis to its mouth is found the great cotton, rice and cane sugar belt of the United States where fifty-six percent of the cotton, ninety-tv/o percent of the rice, and practically all of the cane sugar produced in the United States are raised. In addition to these crops, vast quantities of the products of mines and forests are also produced. Sugar refineries of Louisi- ana have increased their $12,000,000 output in 1890 to about $64,000,000 in 1909, and are the largest sugar refineries in the world. At the upper end of the valley the Twin Cities and Chicago are the receiving and distributing points of the grain belt, raising annually approximately 5,000,000,000 bushels of grain and vast herds of live stoch. The area and destination of export grain is shown by Plate IX, page 60. The commerce of Chicago, as reported by the Chicago Board of Trade, amounted to about 22,000,000 tons in 1897, and over 40,000,000 tons in 1907, nearly doubling in that decade. The total manufactures of Chicago in 1919 were $2,464,241,250. The value of the wholesale trade exceeded $3,000,000,000. For that year the total foreign coinmerce for the United States was approximately 19,000,000,000. The Department of Commerce and Labor computes that the value ■The figures in the following paragraphs dealing with foreign trade, are taken from the brochure prepa.red by M. G. Barnes, entitled. Inland Waterways and Transportation Co sts, pp. 22-26. 4 • * PLATF: IX. 60 . •fi 2 O M E-* C 2 M E- CO E Cm a o o 2 < C£ < ci-»» V. -t^+j e VsO V. GRAIN EXPORT TRADE 61 . of the export trade is approximately $36,00 per ton, and the import trade $63,00 per ton. The mean of this is approximately $50,00, At that rate Chicago’s mai'.uf ac tures in 1917 amounted to approximately 50,000,000 tons a.nd its wholesale trade 60,000,000, Undou'btedlj'’ some of these items are counted tv/ice, but it is fair to assume that the total commerce of the city in 1919 exceeded 60,000,000 tons. Although not nearly all of this commerce is north and south bound, the trade seeking that route is increasing rapidly. The open- ing of the Panama Canal gave a great advantage to the Centrail \7est in securing an outlet for South American and Oriental trade. In the fiscal year ending June, 1915, the port of Nev; York handled seventy- two percent of the foreign commerce of the Atlantic coast. It has been recognized for a long time that the port is congested and cannot economically handle such a volume of trohe. The present condition emphasizes the importance of another cutlet for this trade. The best all w'ater route is down the Mississippi Valley from Chicago and St. Paul to Nev;’ Orleans and other Gulf Ports, In the trade with Central and South American countries in the decade just preceding the Great War, New Orleans v;ith Honduras bad increased eighty-eight percent; Witli Mexico 200 percent Cuba 60 II II H Argentina 60 II II •1 Brazil 58 II II M Chile 389 II II II Peru 594 II II The value of agricultural machinery exported to South America, in 1911 exceeded $9,000,000 a,n increase of 100 percent in five years, Chicago 62 houses shipped from 1500 to 2000 cars of farm implements a year to South America, and v/ould have shipped more if facilities existed for forv/arding promptly. The exports from the United States in the fiscal year ending June 30, 1920, increased over the fiscal year 1312:^ With British India 376 percen It China 338 It H it Dutch East Indies 1,320 II II 11 J apari 1,190 II II H Argentina 195 II II II Brazil 217 •1 II II Central America 88 II 11 II Chili 174 II II II Cuba 475 H II II West Indies 415 II II A large proportion of this trade should "be carried on through the Gulf Ports. Most of the countries named are just begin- ning to feel their importance as the United States did one hundred year ago, and the possibilities for extending our foreign with them are almost unlimited. A few examples v/ill be cited to show the amount of commerce in single commodities that may be expected and the vessels required to conduct them when an adequate canal is once completed. Let it be assumed that Chicago is the consuming and distributing point of only five million people. At the average per capita consumption in the United States this requires 210,000 tons of sugar, 30,000 tons of coffee, 40,000 tons of rice, and 20,000 tons of canned goods. Sisal imported into Chicago through New Orleans exceeds 125,000 tons annual- ^U. S. Census. 1920. I >V —4 ■. t I 4 ■ ' » ari-'..'',''rii 1 ,,■.. ' I- ,' ■ . t3.; ? 63 ly. Tliese are coirmiodities raised in the southern states or imported into them. To transport this tonnage to Chicago it would require seven fleets of five barges es-ch, each barge hauling 750 tons, to transport the sugar; one fleet of five barges to bring the coffee; two fleets to bring the rice and canned goods to this port; and four fleets to bring the sisal. ^Alien normal freight rates are again established on the oceaj an immense amount of Pacific coast lumber will reach the Gulf coast for distribution inland. About sixty percent of the total amount of lumber used in Chicago now comes from the Gulf States. This amounts to about 3,000,000 tons and undoubtedly enough will seek v/ater trans- portation to keep several fleets of boats constantly employed. sa^scs^ , »V' " k .. f- A. ,,;>"i., 'rml "So „...■ ■' ^-; ' ‘’® 1- ‘i p’* V ■ i \)a. , ■ •'•’■•» • n;>\ -td ' T V!„!»'l- •■ j. ;'*f ‘r J? •,!::/■ *v.j> i I;*!!: <■• f ja. ' : ; - V,,*. c.w ' r-- -■ '^■.f' kiu '■'Mijiy- ' J^*4fSV‘ . if . t' ‘‘Si - ■^ '^’ ' ii.«i *.5(t. "'■ - * * 'm"' Vsfc' ' '«' ‘r. r'j fsAo'^ ,.^ 1 ; f'"'; ' :* it ■|H '•■ -m £ >j T S-vi 64 CHAPTER V. RELATED PROJECTS AM) PEHDIFG ISSUES The Great Lakes Seaway It would be difficult to designate a subject about which the general public is more interested and at the same time more in need of facts and dispassionate expert opinion than the Great Lakes- St. Lawrence Deep Waterway and power development project which Gover- nor Miller of Nev; York characterizes as a,n ’’impossible dream” and which Governor Allen of Kansas stoutly champions in behalf of the eighteen middle-v/est states composing the Great Lakes-St, Lav/rence Tidev/ater Association. (See Plates X and XI, pages 65 and 66). Upon completion of the Great Lakes Seaway, the Illinois Waterway will become a section of a world transportation s^^stem even more extensive in its ramifications than the one which is the immed- iate prospect. The extent of such a system is graphically illustrat- ed by Plate XII, page 67. It is readily seen from the plate how advantageous is the geographical location of the Illinois Waterway in reference to an ocean steamship route to Chicago as well as barge service on the Mississippi, Ohio, and Missouri Rivers. As far as Illinois is concerned on account of the success of its own waterv/ay development, it rea.lly matters little whe-ther the Great Lakes Seaway is built. If nothing is done about it, the Illinois V/aterw^ay will carry a great deal of coal and other commodities north to be shipped out by rail a.nd leLke, a.nd the barges will return loaded v/ith Chicago manufactures and some of the commodities for v/hich Chicago now acts as a transfer station. PLATE X. STATES DEMANDING AN OUTLET BY MEANS OP THE GREAT LAKES SEAWAY The eighteen heavily shaded states are urging that the Great L^-Kes seaway is a matter of industrial life ana death to them. 'I *vis‘ " 'X’T* V ■ /'ri\-^'.'‘ ' k> ■- # - *'i,'' !ir ^ ■ V t Hi< . ; . 7-ij ' 1* ■ •■ J ' ■■ • 'V ;. f,'.K*J . *. ' 5 T ti' ‘"i ■\ ,'..M SflUb’tft ,; ,' . 4 it, , »• ^ . , «L V - . „ ' /,- , * f -e ■9 " '^' ' ■■V- PLATF XT . CITIRS TO BECOME SEAPORTS PL ATE XII. 67 . THE ILLINOIS WATEEWAY AS A LINK IN THE WATER TRANSPORTATION SYSTEM OP THE WORLD Courtesy , M ^ ^ V* "inland Waterways and Transportat ion Costs, 68 In event that a deep sea ship-channel should be built down the St. Lawrence to Chicago, the Illinois Waterway v/ould carry more goods to and from Chicago and somewhat fewer barge-loads to and from the southern points. It is probably true, that a Great Lakes Seaway would bring about still Icv/er freight rates and thereby be respon- sible for more profit to the producer and less cost to the consumer, but it would not affect the total amount of tonnage traversing the Illinois Waterv/ay to any appreciable degree. The territory served by the Illinois Waterv/ay has just so many million tons of goods to dispose of and in like manner the tons of commodities to be brought in from the outside is an inelastic amount v/hich a sea-way to Chica- go cannot change. Certain it is that the Great Lakes Seaway may shift somewhat the boundaries of the territory tributary to the Illi- nois Waterway but the result is bound to approximate the original territory in tonnage. If the little northwest wheat v/hich the Illi- nois V/aterway might have handled is lest to the Great Lakes Seav/ay, the compensation comes v;ith the increasing status of Chicago as a world port and the Illinois Waterway as her •’back-door”. When the effect of the prospective ship channel dov/n the St, Lawrence is viev^ed from a less localized vantage point, certain very important factors concerning the nation as a v;hole are brought to light. The opposition of the hew York State authorities seems to be based on the belief that the St, Lav/rence Canal will be a rival to the New York State barge canal and that it also will be detrimental to the interests of the port of New York. The westerners in favor of the project declare there is traffic enough for both; that not only would the capacity of the barge canal be exceeded if it v/ere possible to divert all the available traffic to the canal, but that the port of New York is so far behind the times that it ccnld net ( jJTTntf-' i-‘- ^ .: r'>>irA«c. , -T,-teir iiS • V f S t“ i^- { ', ,'■■ .^.. ,:!I> 7 ^/' J ...i ' ' • k .wsJ • * . ■ I ,' - .• ^vfi- ... , .vf! ■ . Ttioa t Hi >n r. 1; iIU .. , ■'J 1 •'• . '£iT .«f^.*f.‘ xrfi- " • , .. • , ^ . 7 ., . I A ’‘Hr. '‘C( 'V'T ' Uv' X ■ 'w'rkM f ‘ , »’*a».- i •• ■ - f:. ;1K '■ 0 . 0 / «t .' ,i:roAj,fl y<4-r fiiAv: ■*■ «t''' ' ' , '' '- ^ ' ■ V. . H I'. v3^.j5.- .’ HaV'* ■ ■< 1' '. .:'t)0‘.i’ fi ,.P. . j.\ , -i 1 ^ - Aim f .‘ 4 ;ii ' - •* . . . 'X T * ^ ' 4 - • 1 _. , :,V .r>. .•■* -*i.!irvu^. w- Vif^ -'i® ^ ■ • ■ -feff ^ -■ ..Mi- J't tv -' ■' ' •■^ 'O r ' r ^~ ' ' ’ 4 .. I, i.-oT.- AifT . fff'AA ’!<■ vwi citr'fe fj:- ; '-•(f »k4' uJ; ,'«««i4 * ' • JU^ <1 ® s ®j4*t ... . •j'*' ( ( II ( ■|X- i'i* . < l.-» r, 1 \ r ;v ,i r ./ ‘ *'!’ ■' V i.; '} . ■••-•*' , ’ V iii : ■ . ' <, 77 Prom the head of the river helow Joliet to La Salle the fal! of the stream is coiaparatively rapid, dropping about fifty- three feet. The bluffs are high, the stream is narrow, and the bottom lands are not extensive. Below La Salle conditions are different. In 233 miles the fall is only thirty- three feet,^ and for the first eighty miles, only I six feet. There the flood plain is much wider, spreading out to seven miles at Beardstown. Nearly 400,000 acres of bottom land are subject to flood betv/een La Salle and Grafton, Advantage has been taken of these natural condition to con- struct levees, generally ten to fifteen feet high, following the low water bank, thus permitting farm operations on the wide bottom lands, Plate XIV, page 78, shows the area subject to floods prior to and after the construction of levees. In general, the levees have been located upon the highest ground, without proper regard for the remain- ing cross-section left for the passage of floods. Therein lies the trouble and cause of the controversy. 2 The methods of securing flood relief are two: First, flood prevention, in which the actual flow of water is reduced, as through storage of the flood waters, and, second, flood protection, which may best be secured by a more capacious channel for the existing floods. Along the Illinois River no site is available for the hundred thousand acre reservoir which would be needed in case flood prevention were desired. The increased channel capacity can be secured to prevent overflow in time of flood, either by setting the levees farther back or increasing their height. If levee construction could start over again, the levees would better be set farther back from the stream ^Chicago Commerce, May 13, 1922, Levees Make Trouble on Illinois River, Burdick, C. B. , Alvord, Burdick and Howson, Engineers, Chicago. I 78 PLATE XIV. (X tx! fc < Q <: ee cc o K OD > M cc CO M o 'Z M ij I— I ea 3C E-- O S CO M OS CU a o o ►J &. M a; E-- (D I— I ^ O 35 ffiiH C X-H O -P 35-H >-P O c6 O 3 35 t, b O-P O U m •H c6 C O P^ffi O X 03 -P X! ® ’-M © rH O x: Cm ® P< Oo: aJ <3 u cm •Os;' o ® • •H (6 © p -p P.® ® o ® Pj 3 ® > pj PX © 3 -P-P i-H © © P P © X OCX ocp-p 79 . iDut it is believed that the present investment is too large to ac- complish this now. The proper remedy, no doubt, lies in increased hei^t, with due regard to the greatest flood to be expected. jT ii.)iti jti ' ■' t(i®vwo?»' ' V Ji ' -^;v 4 \ >. • '^1- \V .f** ui| * ^ V 4 f ( i t I i i I i. i • I I / ■/ ,T »■ ' ’g ^ « V T fi 55!P*SSESF?®S 80 CHAPTER VI. THE RESULTS OE THE SURVEY Any attempt to forecast accurately the exact number of tons of goods to be hauled on the Illinois Waterv/ay, or say with a cer- tainty just how many dollars and cents will be saved to the people of Illinois on account of this new highway of commerce, would be in- deed presumptuous. Erom the national standpoint there is no better conclusion than that drawn by President Warren G. Harding, in a speech to the Agricultural Conference held in Washington in January, 1922. Speak- ing manifestly after consideration of reports of engineers and econo- mists the President stated, in effect, that delay in the matter of inland water transportation had retarded American development, and that delay should therefore end and construction work begin. "We have too long neglected our waterways," the President said. "We need a practical development of water resources for trans- portation and power. Y/aterway improvement represents not only the possibility of expanding our transportation system, but also of pro- ducing hydro-electric power for its operation and for the activities of widely diffused industry," The first sentence quoted might very reasonably have been written after the President had made a personal study of the Illinois llVaterway project. Reflection upon the circumstance that a bond issue for this purpose was authorized fifteen years ago, and that practical- ly nothing has been done since, compels the adraission that "we have too long neglected" one of the greatest potential resources of the *4 ,'Cr 4 » V'l *'U t ■y 4»K H s :.j> I 4 j '. u ? •V > ' ■ ' :s ! g g<^ j ai 81 . state and nation. The real "business man is concerned about conservation. Those who do the world’s business-“Whe ther of production or distribu- tion-~are those who of necessity must bear economic waste of mind, body, or material. Therefore whether the business man be a banker, merchant, manufacturer, farmer or hired v/orker, and wherever he may be located, he is vitally concerned in all waste. For thirty years or more the State of Illinois has wasted one of the most potential waterways in the world. The wasting of these possibilities of water-borne traffic has made more difficult the solution of the economic problems of this area, the most produc- tive in the United States, and has been responsible in part for the halted progress made in clarifying the problems of the entire nation. At a comparatively insignificant cost a v;ater channel can be created--with greater carrying capacity than all the railroads in the state. This traffic channel once created is built for all time. The installation of corporate, individual and public carrier service would develop some of the most profitable enterprises in the state. Steel rails rust, locomotives and rolling stock rapidly deteriorate; the Illinois River has been flowing for centuries and its upkeep is practically nothing, Illinois furnished more for the building of the Panama Canal than it will cost to perfect the Illinois Waterway, without receiving a fraction of the benefits from the former which are in the store of the future if the latter is well carried out. Illinois needs free access to southern, Pacific coast and South American business. The completed channel from Joliet will fur- nish the necessary freedom of access. It will give water transporta- tion to and from the southern and western states, South America, the 82 Pacific Coast and Asia; it will enable Illinois to compete with Argentine exports of corn; it will provide cheap transportation for thirty million tons of coal per year to Central and Northern Illinois at a saving of $15,000,000; it will save the farmers five cents or more per bushel on grain because of reduced freight rates. In 1921 there were 214 million bushels of corn, oats, wheati rye, and barley produced within forty miles of the Illinois Waterway. A saving of five cents per bushel on this grain will amount to over nine million dollars. The completed project would also lower the cosi of imports from New Orleans on such articles as sugar, coffee, rice and sisal for binding tvirine; would develop industries along the water- way; and v/ould develop 75,000 electrical horsepower to net the state one and a half million dollars per year. This revenue alone would pay for the canal within a few years. Finally, the course of the Illinois River is such that seventy-eight percent of the area and eighty-six percent of the population of the state will be within truci ing distance of the Illinois Waterway and its connecting waters. There is a fact that remains, however, beyond dispute at the present time and it is this; Our chief reliance for transporta- tion in the United States as a whole will continue to be placedon the railroads for a long time to come. For the good of the nation, the solution of the waterway problem connotes a friendly alliance v/ith the already existing means of transportation. The waterways must assume their place--and it is a minor place--subsidiary to the railroads in the great national scheme of transportation. Our country is no long- er laid out for successful waterway suprema.cy. If these two great groups of transportation facilities are not to be v;eakened, they must be co-ordinated. That involves a burden for the statesman and the economist. It is one of the first tasks of the future. 83 BIBLIOGRAPHY BOOKS AND PAliPHLETS. Barnes, Mortimer G. , Inland Waterways and Transportation Costs, Springfield, 1920. Bairnes, Mortimer G, , The Illinois Waterway, Springfield, 1921. Brown, R. G, , Iioprovement of various NavigaBle Rivers, Govern- ment Printing Office, 1913. Clapp, Edwin J. , The Navigable Rhine, Houghton Mifflin, N.Y, ,3 911 Delano, P, A.., Waterways--Their Limitations and Possibilities. An address before the National Rivers and Harbors Congress of the United States, Washington, 1910, Deneen, C, S. , Deep Waterway, Governor’s Message to the Eorty- fifth General Assembly of the State of Illinois. At Springfield, 1907, Deneen, C, S, , The Deep Waterway. Governor’s Message to the Forty-seventh General Assembly of the State of Illinois, ^ringfiel^ 1911, Fairburn, William, Remarks on Canal Navigation, Longman, Rees, Orrce, Brown and Green, London, 1831, Hepburn, A. B, , Artificial Waterways of the World, MacMillan, 1914. Hulbert, A. B., Great American Canals, McClurg, 1904. Illinois Rivers and Lakes Commission. Annual Reports to date. Illinois Waterway, An outline of the plan with Editorial Comment from the Press and Resolutions of the State Organizations, 1916, Leverett, Frank, The V/ater Resources of Illinois, U,S, Geol, Survey, 17th Annual Report, part 2, pp. 701-849, Map, plate 112, MacElwee, R, S. , and Ritter, A. H, , Economic Aspects of the Great Lakes- St, Lawrence Ship Channel, Ronald, 1921* Memorial of the Iroquois Club of Chicago to the Senate and House of Representatives of the United States, Chicago, 1663, Memorial Presented by the Trustees of the Sanitary District of Chicago to the Congress of the United States. Deep Waterway from Lake Michigan to the Mississippi River, 1902, Moulton. Harold Glenn, Waterways versus Railways, Houghton Mifflii^ 1912, < { •• X t 84 . Putnam, J. W, , An Econoiuic History of the Illinois and Michigan Canal, Journal of Pol* Econ, , XVII, 1909. Reprint. Putnam, J. W. , The Illinois and Michigan Canal, University of Chicago Press, 1918. Report of the Rivers and Lakes Commission on The Illinois River and its Bottom Lands, with Reference to the conservation of Agricui ture and Fisheries and the control of Floods. Springfield, 1915. Shaw, James, The Canal and the Railroads, 1897, Shelton, W. A., Lakes- to- the-Gulf Deep Waterway, Chicago, 1912. Stickney, G, W, , Project for a navigable waterway from Southern Illinois coal fields to Mississippi River by way of Big Muddy River. Illinois Rivers and Lakes Commission, 1917, U, S, Cong. Rep, of Examination for canal connecting Lake Super- ior and the Mississippi River, Government Printing Office, 1909, U. S, Engineers Department, Final Report, Waterway from Lockport Illinois, to the mouth of the Illinois River, Governemtn Printing Office, 1914. U, S. Railroad Administration, Division of Waterways, Annual Report, 1918-1919, Division of Inland Waterways, The Administration, Vernon-Harcour t , Veleson F., A Treatise on Rivers and Canals, Vol, I, Clarendon, Oxford, 1882, < < i; 85 PERIODICALS Andrews, F. , Inland "boat service; Freight rates on farra products and time of transit on inland Waterways in the United States, U*S. Ag. Bull. 74:1-36 *14. Baker, C. W. , What is the fuiureof inland Water Transportation? Engineering N. , 84:19-28, 85-9, 137-44,184-91,234-42. January 1-29, 1920. Barnes, M, G. , New Illinois Waterway Ahstracts. Engineering and Contracting. 53:261-2, March 10,1920, Canals and Railways— Discussion, Am. Econ. Ass'n,, Bull. 4th Ser. 1:197-203, April, 1911. Craig, C. P., From the Great Lakes to the Atlantic. Bat. Eve. Post, 192:40-8, June, 1920. Division of the chief of Engineers, U. S. A., Against the Illinois Waterway, Engineering and Contracting, 46:253-4, March 16, 1916. Fairlie, J. A., The Economic Effects of Qiip Canals., Annals of the Amer. Acad, of Pol. and Social Science, XI, January, 1898. Final Report of the National V/aterways Commission. Review. Am, Econ. R. , 2:956-60. December, 1915. Fisher, W, L. , Waterways: their place in our transportation system, J, Pol. Econ, 23:641-62, July, 1915. Government operation of Inland Waterways, Engineering N, 84:506-7, March 11, 1920, Hines, W, D, , Railroad as Feeders to Waterv/ays, Ry, R, Vol. 64: 312-13, March 1, 1919. Holbrook, E, A., Amorphous Silica of Southern Illinois, Eng, and Min, J. , 103:1136-9, June 30, 1917, Illinois Rivers and Lakes Commission, Bulletins 1-19, Illinois State Waterway for Barge Navigation, Engineering N, 85:1095-8, December 2, 1920, Illinois W'aterway Proposed Eight Foot Channel from Lockport to Utica. Engineering and Contracting, 43:201, March 3, 1915, Long, T. K. , Lakes -to-the-Gulf Deep Waterway, World Today. 17:1265-8, December, 1909, McClure, W. F, , Chicago-St, Louis Waterway, Sci, Am. 97:209-10, September 21, 1907, Markham, C, H, , Co-Ordination of Rail and Water Transport, Ry, Age, 69:1057-60. December 17. 19g<^ \ \ . \ c 86 Morgan, H, B,, Imperative Need of the Lakes to the Gulf Deep Waterway, Munic, Eng, 54:6-7, January, 1918, Moulton, H, G, , Analysis of the Waterways Movement. Ry. R, 58:243-7, February 12, 1916, Moulton, H, G, , Economic Aspects of Inland Y/ater Transportation. J, Geog. , 15:73-8, 112-16, November and December, 1916. Moulton, H, G, , Illinois V/ater-Power Scheme, J. Pol. I’con. 18:381-7, May, 1910. Moulton, H, G, , Setback for the Waterways Movement, J, POl, Econ. 23:961-70. December, 1915. Moulton, H, G. , Some Aspects of the Waterways Q,uestion. J, Pol, Econ, 22:239-52. March, 1914, Plans to Barge Pig Iron from Southern Illinois Stacks. Iron, Trade R. , 61:841, October 18, 1917. Revive canal Plan to Aid Steel Trade. Iron Trade R. 67:565. August 26, 1920. Sand, Stone and Gravel supplies adjacent to Cook County, Illinois ► Engineering and Contracting. 47:188-91, February 21, 1917, Skerrett, R, G. , Duluth to Liverpool in one bottom. Scientific Am. 122:670. June 19, 1920. Transportation Cost by Canal and Railway. Cassier*s Magazine, 40:761-5. December, 1911, Ward, E, J. , Another plan of the Deep Waterway Problem; A Projected Water Power Waterway from Joliet to Utica, Illinois, World Today, 18:102-5. January, 1910. Water Transportation For Relieving Railroad Congestion, Coal Age, 13:831-2. March 4, 1918, 1 swawsaras lilEWSPAPERS 87 . Chicago Daily News. Files, September 1, 1921 to ’May 1, 1922. Chicago Journal of Commerce. Files, Jan. 1, 1921 to May 1, 1922. Chicago Tribune. Files, June 1, 1921 to May 16, 1922. MAPS Illinois River and its Bottom Lane. Maps. Illinois Rivers and Lalces Commission. Survey of Waterway from Lake Michigan to Illinois River at La Salle, Illinois. 26 Maps. House of Representatives, Ex. Doc. 264. IX. Vernon-Har court, Veleson, F. A Treatise on Rivers and Canals. Vol. II. Clarendon, Oxford, 1882. Weller, Stuart, The Geological Map of Illinois. Illinois State Geological Survey. Bull. No. 1, University of Illinois, Urbana., 1906. BIBLIOGRAPHY Griffin, A. P. C. Conplete List of Works Relating to Deep Waterways from the Great Lakes to the Atlantic Ocean. Government Print- ing Office. 1908. Putnam, J. W. , The Illinois and Michigan Canal. University of Chicago Press, 1918. Pages 183-203. References on Provisions of the Cummins Bill Regarding Standards of Rate-Making and Limitation of Profits. Part II--Standards of Rate- Making. Pr^ared by the Bureau of Railway Economics. 1921,