Middletown transcript., 1874-02-14
The Chesapeake and Delaware Canal

The Chesapeake and Delaware Canal.
The following article though originally
written for the Baltimore Gazette. was sent
to us BY the anthor with q request for its
publication :-Y ~ i. z.
Several articles have recently appeared
iu your paper in reference to the proposed
ship canal to unite the wators Of the Ches.
apeako and Delaware Bays Oflato much
attention has been called to this import
ant project The demands Of trade have
grown so.impsrative that the time is not
far distant when il will BE- among the ro.
alitiss. Tho last article, putlished in your
issue Of the 26sh. and signed by Mr.. B !.
H. Latrobc. chief engineer, especially
drew my attention to- the subject. From
some valuable reports in my possession
6nd the name Of B Fl. Latrope promi-
nently before the public from 1908 to
1928 in connection with surveys Of canal
routes across the peninsula. I give some
extracts from the reports mentioned, which
may be Of somo interest in this copnec-
aection: "The present canal route (al-
iuding tothe present Chesapeake and Del
aDars CdpaD has been considered tho
parent of all canal projects in this coun-
try, having from certain causes attracted
the attention Of the commercial and cnter J
prising community Of Philadelphia at a
period very soon after the time canals
commenced in England. As early at least
as 1857 the matter was taken up aud
prosecuted by Thomas Gilpip. Of Della,
ware, and others from Philadslphia, who
were at great pains in making number
of surveys, and in giving estimates Of cost
for canal from Duck Greek, ON the Del
aware. to the head Of Chester river, on the
Chesapeake Bay. In 1859, a statement
was presented to committee of, merch-
ants this was followed by survey. and
remarks upon another route, viz; from
Bohemia river to Appoquinimink creek !;
after this. the Elk river route was. exam
ined. From all the surveys made across
tho peninsula (some thirteen, I think, )
the present canal route was selected as the
best and mosteconomical Of construction /"
Many such reports as the foregoing are
found in the volumes Of surveys, each
giving very full statements and estimates,
together with maps of several Of the routes;
these include the Chester river and tho
Sassafras river routes. the objections made
to these two routes being that the artificial
cutting was too long, an increase of arti-
fetal canal of IL to 81 miles respectively
over the present canal route, and without
in any great degree lsssenipg tho depth
Of deep-cut prism, thus: 'slais sifs .
Chesapeake and Delaware Canal, II
miles; deep cutting, 70 feet. IS =
4 Sassafras river route, 25. miles ;. deep
cutting. ~ feet. fsrls Y3'ss M
i E sllE i u
Chester river route, IS miles; deep
cutting. GO feet.
Again, at the eastern terminus of these
last two mentioned, and in fact from any
point south Of Port Penn, on the Della
ware side Of the bay, the water was too
shoal to have good harbor for vessels,
the shoals or bars running out from the
shore line the distance. in some places, of
a mile, and in no place less than two hun
dred to three hundred yards. with depth
of water from one foot to FIVE or six feet.
From all the surveys made Give or six)
in 1922, the most eligible and economical
route was selected hy tho present company;
the, only deep wator found close in shore
being within. a distance Of eight miles
from Reedy Island, near Port Penn. to q
short distance above Delaware City. The
foregoing isa short history Of the canal
routes across the peninsula Of Maryland
and Delaware, running through a period
of some ifty-six years, from1767 to 1923.
Since the completion Of the present canal,
in 1929. the tonnage Of its merchandise,
and number Of vessels and steamers have
been ever on the increase, subject to iu-
terruptions Of trade by slips in the deep
cut, however, at times, which have caused
much expense and delay. The time was
= y II F a. e q y 4 4. = s
when vessels navigating the present canal
were Of forty and fifty tons capacity. and
the average rates Of tolls reoeiyed four
cents per ton per mile. and expense of
moving said tonnsge two and half cents
per ton per mile. From year to year the
tonnage Of al kinds yof merchant disc in
creased, large vessels were constructed,
and the rate Of toll charge decreased, un-
til in 1855 new and enlarged locks had to
L. l.. y = l. ~ =