The semi-weekly messenger. [volume] (Wilmington, N.C.) 1897-1908, 1906-11-30

Of barges from Chicago to the Gulf,
thence across Florida; thence up the
southern coast by way Of the waterway
from Beaufort Inlet, n. c.. to Chesa-
peake Bay; thence from Chesapeake
Bay to the Delaware river; from the
Delaware river to- the Raritan river;
thence via the metropolis Of New York
up the Hudson river and through the
Erie canal TO the great lakes.
May l point out one of these which
appears 70 be of greater urgency and
importance. Our coastwise trade be-
tween the ports OF the north Atlantic
and south Atlantic is now confined to
a large class of steamships and sail
vessels which can give Cape Hatteras
and Diamond Shoals a wide berth. This
graveyard OF the Atlantic stands as an
insuperable barrier to commercial in
~tercourse between the north and south.
With the construction of the inland
waterway from Norfolk, Va, to Beau
fort Inlet, barge transportation could
be introduced and the states of the
south with their boundless resources
could participate freely in the CONNER
cial and industrial activity now enjoy
ed by other and more favored sections
of our country.
It will be perceived that this is no
mere local project. 1t would affect the
entire coastwise trace along the Allan
tic seabOard. Philadelphia and Balti-
more are as much interested as are
Jacksonville and Savannah. That such
it it's scope is indicated by the pres
ence at this meeting Of representatives
from commercial organizations from
Baltimore on the north, to Savannah
on the south.
| would not minimize, however. the
interest of eastern North Carolina in
the undertaking. From PamlicO Sound
n it's tributaries, and Elizabeth river
to Chesapeake Bay on the north, there
is not a n%avigable outlet to the Atlantic
ocean. The large clues of Newbern,
Washington, Edenton and Elizabeth
City, the bold navigable streams con-
shutting the Neuse, Pamlico, Roanoke,
ChOwan and P~asquOtank, together with
the large territory tributary to these
sounds and rivers, have no outlet for
their water borne traffic except north
Wardly through n or two toll canals.
There is 40 similar area within the
United States having such facilities for
navigation which are S land-lOcked.
This section Of North Carolina is for
all practical purposes prohibited from
engaging freely in interstate commerce
by water. If any one Of the towns
named wish to ship a cargo by water
tothe cities of Wilmington Or Charles
ton, the vessel or steamer would have
to go north through one of the canals
| IN F1i7ahoth rfyor fhnnco To tho oaoo,
via Cape Henry and thence again
southWardly around Cape Hatteras and
Diamond Shoals. It can, therefore, be
seen that the local interest is very
great.
1t may be asked why has this partic-
ular route been selected from among
the many routes along the Atlantic
seaboard. A perfectly satisfactory re-
ply a be made to this query. It is
the most important of them all, be-
cause the construction of this particu-
lar waterway would afford a protected
route, avoiding the dangers Of Cape
Hatteras and Cape Lookout on the
North CrOlina coast. and would at
once make possible the introduction of
small steamers and barges in our coast
wise trade. This project, however. IS
only the initiative. When it's
! cial Importance shall have been demon
strated, public sentiment will demand
! that it be extended via the Northeast
river to Wilmington, thence south
wardly to Winyah Bay, on the coast of
South Carolina, and thence by natural
inner route as far south as Jackson
| vile.
This project is now in a most favor
| able position for congressional action.
The board Of engineers appointed I'M
der the last river and harbor oct of
March, 1905, have made their reports
since the adjournment of congress.
They have selected a route and recon-
mended a depth Of IL feet and estimat-
ed the cost at 49, SOC, 900. The former
estimate basel on a depth Of 16 feet was
$40, 000, 900. A depth of IL feet will an
swer the commercial needs Of the pres
ent, besides this is the depth to which
it is proposed to enlarge the Erie ca
nal. A canal to this depth would &C
commodate barges and steamers hav-
ing a depth Of 10 feet and a capacity Of
n thousand tons.
There may be some who NAV regard
SIIS pioJCCI o. tliiI1lSl IC<iI, JULIUS i1dS
consider it as the ambitious scheme Of
individuals or sections; others may
have grown weary Of much discussion,
while perhaps many have not taken the
time to comprehend it's full signifi
cance. In reply to such skeptics it may
be said that this project has never been
presented to any commercial ~OrganiZa-
ton, to n business man acquainted
with the necessities Of our coastwise
trade, Or to any intelligent representa-
tive Of the press, without receiving I'M
qualified endorsement and ennthusias-
tic support.
Why then has it not received recog-
milton by congressional appropriation?
4 number of reasons may be given,
but primarily because the senators and
representatives in congress from the
influential states from Maryland to
Florida inclusive have not united in
49,