had enterprises offered to us for consideration which were favorable, except the depth of the water was prohibitive. Mr. MONTAGUE. While you are on that point, would you not think that tobacco would likely go for export by the river? Mr. DUNLOP. I can not say. Mr. MONTAGUE. Does not a great deal of it go down the river now? Mr. DUNLOP. Goes by steamer? Mr. MONTAGUE. Yes, by river transportation. Mr. DUNLOP. Yes, sir. Mr. MONTAGUE. I mention tobacco, because it is a very enormous industry with us. The CHAIRMAN. Tobacco is not a heavy freight. It is quite valuable, but not so very heavy. Mr. MONTAGUE. It is shipped in large hogsheads frequently. The CHAIRMAN. But is not a heavy freight and does not require much water to carry a large amount in value. Mr. MONTAGUE. I would like to ask you, Mr. Dunlop, to state to this committee what are the United States Internal Revenue collections at Richmond? Mr. DUNLOP. It is very hard to do justice to what that river might be to us if it was deeper. In the reorganization of the Customs service under a report of President Taft, which he was requested to make and did make the very last day of his administration The CHAINMAN. I have a very unpleasant recollection of that myself. Mr. DUNLOP. I had some correspondence with you, Mr. Chairman, about that, and had occasion to look into the customs receipts in Virginia, and they have increased in this way: In 1898 they were $157,195; in 1909 they were $180,266; in 1910 they were $182,926; in 1911 they were $321,996; in 1912 they were $731,048, and this year they were $1,033,205. The CHAIRMAN. What does that come from, tobacco? Mr. DUNLOP. Largely tobacco. The CHAIRMAN. Have you something else there from which the Government derives a revenue? Mr. DUNLOP. I am not very familiar with that. Mr. MONTAGUE. There is an item of bagging-burlap that comes in there which is used to pack fertilizers. Mr. BOOHER. Those were customs receipts. What about internalrevenue receipts? The CHAIRMAN. I thought he was stating the internal-revenue receipts. Mr. DUNLOP. Those were customs that I gave. Mr. MONTAGUE. I did not ask for customs; I wanted to know if you had the internal-revenue receipts for the city of Richmond. Mr. DUNLOP. I have not; I did not bring them with me. Mr. MONTAGUE. Do you know what they are, approximately? If not, it can be easily gotten from the Government reports. Mr. DUNLOP. I looked over that matter, Mr. Montague, and I did. not bring them along, because I thought some other places had so much more than we did that we had better not give them, but 10 years ago I did look into that question, and I have a statement of that. Mr. MONTAGUE. What was the statement that you prepared 10 years ago? Just roughly. Mr. DUNLOP. I have them for the periods. The internal-revenue tax paid in the city of Richmond from June 30, 1865, to June 30, 1898, from the best sources of information, amounted to $57,676,892. Mr. MONTAGUE. That is for a period of 33 years. I will state to the committee my best recollection, which I will verify, that this year it is nearly $7,000,000. The CHAIRMAN. For internal revenue? Mr. MONTAGUE. For internal revenue. I just wished that fact to be before the committee, so you may see what we do for the Government, and you may in turn see what the Government does for us. Mr. BOOHER. This committee does not do anything for Richmond. Mr. MONTAGUE. I appreciate that. I put the language improperly. Mr. BOOHER. The Board of Engineers do it. Mr. MONTAGUE. When I say "you," I mean the Government. Mr. BоOHER. We do not have anything to do with fixing these amounts, and we follow along nicely the amount given by the Army Engineers. Mr. DUNLOP (reading): In conclusion, I have to add that the mission of the representatives of the chamber was not to appear in the light of a complaint, although it was thought we had just ground to complain; but this reference to the past was intended more to indicate the status of the project and to secure justice in the future. The engineer's report of 1913 states that the amount that can be profitably expended on this project in the fiscal year ending June 30, 1915, for works of improvement and for maintenance is $110,000. We respectfully but earnestly request your committee to raise that amount to $300,000 as a beginning in the right direction. PROGRESS Made in the WORK OF IMPROVING JAMES RIVER COMPARED WITH CERTAIN OTHER PROJECTS. WORK OF CHARLESTON HARBOR, S. C. Commenced 1878. Provided originally for 21 feet, at mean low tide, estimated at that time to cost $3,000,000. Subsequently, several times modified; the main project (exclusive of projects for improving tributary rivers and creeks) having had $5,045,622.56 appropriated for procuring a depth of 28 feet at mean low tide, 323. feet at high tide. Tonnage 896,206 short tons, value $73,440,486. June 30, 1912, project 90 per cent completed. Depth fully secured in main channel. WORK ON SAVANNAH HARBOR, GA. Commenced in 1873 (with exception of some minor work in 1826, 1853, and 1871 for removal of obstructions, cost of which is not given). Augmented in 1879, contemplating a channel from city to sea for vessels drawing 22 feet. Amount expended to June 30, 1896, $5,310,578.52. Subsequent projects providing for depth of 28 feet mean low tide resulted in a total expenditure to June 30, 1913, of $9,871,283.12 and a depth of 27 feet at mean low tide, 33 feet at high tide. KANAWHA RIVER, W. VA. Minor project in 1873. Amount expended, $50,000. Later project adopted 1875 provided for 6 feet of water and a number of locks and dams. Practically completed June 30, 1913, at cost of $4,243,952.11. Involves operation and care of locks, dams, etc., which amounted, June 30, 1913, to $1,361,700.36. JAMES RIVER IMPROVEMENT. Original project called for 18 feet at high tide from Richmond to Hampton Roads. Expended on that project to 1884 ... In 1884 an enlarged project was adopted calling for a depth of 22 feet at mean low tide, equal to 25 or 26 feet at high tide. Total amount expended on original project, and enlarged or present project, including some modifications, such as extending improvement of channel to ship locks (at foot of Richmond Dock) and turning basin... Project estimated by Engineer's report June 30, 1913, 42rbo per cent completed. Required to complete, report June 30, 1913... feet; at " Depth of channel secured June 30, 1913, 18 feet, except at Kingsland Total appropriation by Richmond for James River Improvement to Dec. 31, 1913... Recent items of expenditure for James River improvement: 1909-10 for city wharf and site.. 1912-13, for purchase of Richmond Dock and construction.. Appropriation for 1913, in addition to previous item .. Proposed appropriation for 1914 .. $763, 000. 00 2,258, 181. 09 3, 011, 282. 72 1,056, 583. 67 44, 684. 30 161,500.00 29, 820. 00 35,000.00 Statement of internal revenue and of customs collections at Richmond, compared with similar collections at other localities in the South, fiscal year ending June 30, 1913. Internal-revenue collections from Virginia.. Customs receipts at Richmond for year ending June 30, 1912... $8,059, 138. 29 6, 735, 970. 93 6, 735, 970. 90 $731, 048. 00 Customs receipts at Norfolk for year ending June 30, 1912. Customs receipts at Newport News for year ending June 30, 1912... 74, 112. 00 376, 266. 00 Customs receipts at Petersburg for year ending June 30, 1912... 142, 328.00 592, 706. 00 Excess of receipts at Richmond over other three ports, 23.34 per cent, or . 138, 342.00 1,033, 205. 25 Mr. MONTAGUE. You asked for the manufactures just now, Mr. Chairman. There are immense manufacturing establishments in Richmond. The Austrian Government has its own representatives there; so have the Italian Government and the Spanish Government; Liggett & Myers have an immense establishment, likewise the Imperial Tobacco Co., and the British-American Tobacco Co., and the American Tobacco Co. Then, we have others, among them a large concern, Larus Bros., which secured a very large contract the other day to supply the Navy with tobacco. We have very large tobacco manufacturing establishments in the city of Richmond. The CHAIRMAN. Have you cigar manufacturing establishments there? Mr. MONTAGUE. We have what is known as the Federal Cigar Co. The CHAIRMAN. Is that a branch of the trust? Mr. MONTAGUE. Well, it was. We also have considerable flour manufactured there. At one time-it may be surprising to this committee to know-Richmond dominated the flour business of this Hemisphere. Mr. BOOHER. Wheat flour? Mr. MONTAGUE. Yes. Mr. BOOHER. I thought Rochester, N. Y., was the flouring center. Mr. MONTAGUE. I mean years ago. Mr. BOOHER. I mean years ago; when you and I were boys. The CHAIRMAN. I suppose it was before either of you were boys. Mr. BOOHER. The city of Rochester was known in the geographies that I studied as the "Flour City." Mr. MONTAGUE. It might have been long before that. We controlled the coffee trade by virtue of the flour we shipped to South America. When the West entered the field with its flouring interests, a curious belief existed at that time among the business people of the world that only the flour in the East and ground at the Richmond mills would stand what they called the equatorial sweat." course, that theory has long since been exploded. " Of The CHAIRMAN. Have you other gentlemen whom you wish to introduce? Mr. MONTAGUE. It has been stated that we have very large paper mills in Richmond, and I desire to introduce Mr. James F. Ryland, who is a large factor in that line of manufacture in our city. STATEMENT OF JAMES F. RYLAND, RICHMOND, VA. Mr. RYLAND. I am connected with one of the paper manufacturing concerns of Richmond, and I would like to say something about the water-borne freight traffic out of the city. I do not think that point was brought out quite as fully as it should have been by Mr. Dunlop, due to his not being familiar with it. We have on the river a line of boats belonging to the Old Dominion Steamship Co., which formerly ran direct from Richmond to New York, but due to the steamers becoming larger and the depths of the river being not deep enough, these boats now break bulk at Norfolk. They run daily and connect with the main line of boats at Norfolk for New York, the freight being reloaded. A great part of the freight going from Richmond to New York goes by this line, and freight going to New Orleans, and to Texas and Pacific coast points, Denver and interior points west of the mountains, is shipped down the river from Richmond to Norfolk, and thence to New York and thence by the Mallory or Morgan Lines through Galveston or New Orleans, as the case may be; and those goods destined to the Pacific coast are shipped by the Old Dominion Line in connection with the Panama Railway & Steamship Co. or the American-Hawaiian Line. So that our water-borne freight from Richmond, in our particular case, is larger northward than our railborne freight. We had, at one time, the Clyde Line steamers from Philadelphia which came into the city, but those boats became too large to make the river, or rather the river became too shallow to take the boats, and freight for Philadelphia is now sent down to Newport News via rail and then shipped on board the Clyde Line steamers; the same route is used for the Merchants & Miners' Transportation Co. We also once had a line from Richmond to Baltimore, which was discontinued. All of our freight going to New England points-Providence and Boston, and New England common points, as we call themis shipped via Chesapeake & Ohio Railway in care of the Merchants & Miners' Transportation Co. at Newport News on through bill of lading, and there transferred to the steamers of the Merchants & Miners' Line. Those boats possibly might come up to Richmond, except for the extreme shallowness of the river in places. The incoming river-borne freight in our case is mixed high grade freight by the regular lines coming from New York and vicinity and the paper mills at Richmond also bring pulp down from Nova Scotia by schooner and up to the wharves in Richmond. The largest proportion of the pulp coming in, however, from Norway and Sweden, is transferred at Norfolk or Newport News to barges and brought up the river or else by rail, because the shallowness of the water in the river prevents those boats from getting to Richmond. There are other movements of low-grade freight on barges, but I should say the largest business is the high-grade freight moving on the lines of the Old Dominion Steamship Co., and the Virginia Navigation Co., and the Old Dominion boats leave every day. These steamers are very heavily loaded, and sometimes they have to put on extra boats. The business could be increased on the river verv largely if the Clyde Line and the Merchants & Miners Transportation Line could be allowed to come up the river. The CHAIRMAN. What depth of water would that require? Mr. RYLAND. I should think to bring the Clyde liners to Richmond would require from 22 to 23 feet of water, which would bring them up very easily. They are not very large boats. Perhaps the Merchants & Miners Transportation Co.'s boats would require a little more water, as they are heavier boats. The CHAIRMAN. They could not get up on 22 feet? Mr. RYLAND. I doubt very much if the main-line boats of the Merchants & Miners Transportation Co. could come up on 22 feet of water. The CHAIRMAN. What is the tide at Richmond? Mr. RYLAND. I think we have a tide there at Richmond of 3 feet; I may be mistaken. The CHAIRMAN. The clerk to the committee says it is 4 feet. Mr. RYLAND. I have heard that it is 4 feet a little further down, and then it drops to 3 feet and then to 2 feet. Mr. MONTAGUE. The water of the James at Richmond is fresh. You go some miles down before you strike the salt water. That is a great advantage to be considered by shipowners, as salt water causes barnacles and other adhesions on the bottom of craft. I would like to ask Mr. Ryland a question or two with the permission of the chairHe is a little modest. man. You are in the paper business yourself? Mr. RYLAND. Yes, sir. Mr. MONTAGUE. What particular branch of the paper business? Mr. RYLAND. The manufacturing of blotting paper. Mr. MONTAGUE. Will you state to the committee how much of the blotting paper of the United States is manufactured in Richmond? |