The sun., 1894-10-22

long, we DelleVe, ana near inc inc OF Jne
existing Chesapeake and Delaware Canal
This latter, indeed, is still shorter. about
l8% miles, and has been in use 05 years,
with locks aud pumps, for towboats, pro-
pclcrs, and small sailing vessels. The
Sassnfras route Is not only the shortest Of
those now proposed, but the least costly to
construct, from its use of the Sassafras
River. while the time Of transit would also
be the shortest. But its drawbacks are
that its approaches are very expensive to
maintain and that IL Is more liable than the
others to blocking by ice in winter.
Proceeding southwark. the War Depart
ment surveys Of 1878 included the South
east Greek, the Centreville, the Queenstown,
the Wye River. and the Choptank routes.
Two Of these would each cost. II was esti-
mated, over three times as much as the Sas-
safras, a third over four times as much, and
afourth nearly Ave times Besides. some of
them had expensive approaches. The Chop
tank route, however, was looked upon with
much favor; for, although 37IS miles long,
or more than twice as long as the Sassafras,
and costing probably twice as much yet its
approaches would be much cheaper to main
tain, and it is much less liable to obstruc
tion in the winter by ice.
Thus, popular attention has largely been
concentrated upon the northernmost and
southernmost routes, although some would
like TO begin at point not far distant from
Baltimore, on the opposite shore, and go
straight to Lewes Breakwater, even II the
route Is longer and the cost of construction
greater. Certainly the Board now appointed
will not lack variety in the routes presented
to IL for choice.
II is worth noting that the Board is to
consider not only facilities for commerce,
but suitability for national defence. The
latter element indicates a purpose to ask help
Of Congress for constructing It, on coast de-
fence grounds. IL would doubtless he of
advantage to he able to send war ships that
happened to be in the Delaware River, to
help resist an attack upon Chesapeake Bay,
and picc versa while II League Island should
become station for laying up in ordinary
monitors and battle ships not needed. this
possible function Of the canal would be in
creased In Importance Still II would seem
a wiser use Of public money, so far as ma
tional defence is concerned, to expend it in
providing Philadelphia, Baltimore, and
Washington each with independent means
Of defence against naval attack, which is
not a difficult task. Indeed, these would
have to be provided in any case, and the
canal approaches perhaps have to be forti-
fed in addition.
The commercial possibilities Of the enter
prise, however, are obvious. A ship canal
would bring Baltimore very much nearer
New York and Philadelphia by avoiding the
circuitous course around the peninsula, and
1t would also shorten the distance between
Baltimore and the ports of Europe, thus
greatly increasing il is believed, the trans
atlantic commerce of Maryland. 1t is worth
recalling also that the existing canal, which
cost 81, ,225, 900, and was first operated July
4, 1929, received from the United States
gift of one-fifth of this amount, while $780,
600 was paid by Pennsylvania, $50, 900 by
Maryland, $4,000 by Delaware, and the
remainder by private subscriptions.
The immediate question, however, is the
selection Of the route. 1t is easy to under
stand why this matter has So long remained
unsettled, in view of the differences between
the various paths proposed, iH cost of con-
struction. time of transit, convenience, ex-
pense of maintenance, and greater or less
possibilities Of use in winter. Perhaps the
question as to who shall pay for the canal,
in whole or in part. might properly have
some influence on the choice; but that CON
sideration will come up after hearing the
report of the Board of experts.