Smyrna times., 1873-10-29
.MiSceIIN ID eOUS.
The Chesapeake and Delaware Ship
Canal.

Canal.
From quite lengthy article in the Phiadel-
phia Press we make the following extract:
1t is matter of much importance to Balti-
more and Philadelphia that greater facilities
should be given for the passage of freights be-
tween these cities, by larger-classed vessels and
steamers than those now in use, as it is a we'll
know fact that the greater the facilities offered
and the larger the tonnage capacity of the yes
sells, the cheaper will be the cost for transpor-
tatlon. This, Therefore, is the form of the de
mand made by the commercial interest of our
seaboard business centres. Give US larger YES.
sells and more rapid transit of our tonnage.
The answer In the present writing is either the
employment of the present canal or the con-
structlon of one south of the present one.
Maryland has passed an act of incorporation
for the construction of canal (not a ship Ca
nal J across the peninsula to the Delaware
State line. Delaware has also granted char.
ter for ship canal under certain restrictions
and conditions, over her portion Of territory TO
the Maryland State line, each of these charters
giving privileges widely differing in value to
those most interested in them. Why the
granting OF such charters, or the proposed con-
structiOn of a costly work are questions net
easy OF solution, inasmuch as a perfect water
communication is now existing between the
two bays, and only needs the proper enlarge.
ment, at cost of about 5000, 600, ,0OO to make
1t tor capacity to pass the largest.class YES.
sells; ln aword, ship canal. Two or more routes
have been suggested south of the present ca
nal, but as the one now in use has cost about
S4,OOO,O0O, and $2,000,0 900 are necessary to be
expended to make it of requisite size, it is pre-
sumable that any other similar work, increa-
sing In length as it necessarily must the further
down the peninsula it is located, would cost at
least the same ($6,000,000) or more. In the
next place, as the artificial navigation increa-
ses in length, so will the time for the passage
OF vessels or steamers through it be increased,
and through the natural water communication
adjoining thereto be shortened in a correspond
ing degree, still the time is in favor of the
shortest artificial cut across the States-the
average time for passing through the canal be-
ing from to miles per hour, the distance IA
miles, and the time by steamer on the river or
bay about 10 to IL miles an hour. A list is
submitted OF the three proposed lines of ca
nal routes south of the present one, the mi
leage between Baltimore and Cape NAV, and
showing the mileage of the artificial cutting of
each canal; Baltimore to Cape May via The
present canal, l20 miles; length of canal. ID
miles. Baltimore to Cape May via Sasssfras
river route, 10 miles; length of canal 25
Chester
river route, lis miles; length of canal, 35
miles.
The proposed route, via Choptank river and
Lewes, Delaware, is deemed mpracticable,
owing to the many Typographical difficulties to
be encountered of sand-hills low marshes. want
of streams to supply water for levels. and 9th
ers of like character. The time was when yes
sells navigating the present canal were of 40
and % tons burden, aud the average rates of
tolls received 4 cents per ton per mile, and ex.
penses for moving the tonnage % cents per ton
per mile. From year to year the tonnage of
all Kinds OF merchandise increased, larger yes
sells were built, and the rate Of toll charge de.
creased, until in 1865 new aud enlarged locks
we're constructed, demanded by the necessities
OF the commercial interest, and now at the
present time the yearly tonnage is about l.
3O0, 900 tons, and average rate of toll receints
IL mills per ton per mile, and the expense of
moving through, 63 mills per ton per mile
Should this present canal be enlarged to shin
canal with locks of 800 or 400 feet in length.
and an average depth of water to pass the lar
gest-cass steamers and vessels, the millions of
tons OF merchandise now yearly seeking the
Eastern markets, by way Of Chesapeake Raw
and Cape Charles, from Baltimore, would then
pass directly eastward the 120 miles, across the
States to the Capes of Delaware, and so 10 A
market. 80 likewise from Philadelphia south
to Baltimore and points on the Chesapeake
Bay. The revenue to be derived from such
tonnage, say at five mills per ton per mile
would secure the interest on any necessary ex.
penditure required for the enlargement. One
Improvement naturally begets another The
collier system for the Cumberland coal would
follow, bearing to Eastern ports the immense
production Of those mines, part of which now
seeks market through the present canals in
steam-towed barges Golfers of 1900 tons
capacity would multiply until from yearly
tonnage of 100000, the increase would be 10
millions, and at such rates of toll charge as 10
exclude the expenditure of the millions Of
capital in the construction of ship canal south
of the one now existing
PRo Bono PUBLIco.