Evening journal., 1914-01-27

D'NlNA 'NNNA va -AHnANAoAAHn tolltAiho
the following story concerning the
Chesapeake and Delaware canal:
"The Chesapeake and Delaware canal
was one of the earliest waterways com
pleted in the United States The first
canal survey recorded was for water
way to connect the Schuylkill river
and the Susquehanna between Reading
and AIiddletown below Harrisburg. and
this route. which became known as the
Onion canal was completed in 1927. The
second survey was that for the Chesa-
peakc and Delaware, the first plan he
ing made IN l764, the second in lIG9.
Excavation work was begun in 1904,
but little was accomplished at that time.
new survey was made In 1922, eNca-
vation resumed in 1924. and in 1929 the
canal was opened for traffic. Since that
time there has been but one enlarge
ment Of locks and for the past twenty
years practically nothing has been spent
in the way of betterment the property
being operated under adverse conditions
of deterioration The Chesapeake and
Delaware canal is l3 5-s miles long.
/, contains three locks go feet long by
4 feet wide. with a theoretical depth
of Q feet, which is, however, hardly
maintained. The summit level is l6
feet above mean low water in the Del
aware river The total valuation OF the
property under the engineers appraise-
ment is S2,5l42S9.70, which is substan-
tinllv the same as the outstanding bond
issue. and the engineers have recon-
nended that the property be acquired
bv the United States government at tnat
price. and that if the owners will not
sell at that figure, or less condemnation
proceedings be instituted
OF the total cost one-iifth of stated
amount Of 50. 100000 was contributed by
the United States. s. 10000 by the State
IF Pennsylvania, $4,000 by the state
If MARYLAND and $4,000 by the state
If Delaware. the remainder by citizens
IF the three States.
The corporate stock of the company
has paid no dividends for many years,
and the basis of remuneration taken by
the government engineers is the amount
of the bonds.
In a letter dated June Il. 1910. the
canal company estimated the cost as
s3,0S0365l7 up to May 81, 1881 sun
seouent to which date the company ad-
nitted no renewals or betterments have
been added, so that from their figures
26 years of depreciation might be de-
Quoted
In reply to a question whether the
eompany would sell at the engineers
nri2e ii was stated by them in July,
1910. that no reply could be given with
ont a referendum of the stock and bona
holders approximately nine hundred IN
number. ii was with reference to This
indefinite reply that the engineers rec
commended tnat condemnation proceed
mrs he instituted in the event OF failure
TO reach an agreement.
Agitation for an improved waterway
between the Chesapeake and Delaware
bavs is bv no means recent eNelop-
mont The National Commercial Con
vcntion held in Baltimore in 1871 adopt
cd resolutions requesting the secretary
of war to move i'm that direction. In
1852 the river and harbor act provided
for surveys and number Of routos
wcre reportcd. In 1894 the river and
harbor act authorized the President 20
anroint board to determine from sur
vevs already made the most feasible
route and the board recommended the
route of the existing canal Executive
document 40. l02. II. r., SD Congress
81 session..
In 1906 resolution Of Congress an
thorizcd the appointment OF a eommls
sion tn appraise the canal property "ho
also 10 investigate the Sassatra route
That commission reported IN favor ol
the existing canarl lSenate docuiheh
NJ. 2l5 50th Congress. ID session..
ln all these proceedings the partic
Mar object was to provide the city OF
baltimore with a shorter route to th'
sea The present agitation is in connee
tion with a broader project and consul
ers the Chesapeake and Delaware az
one link in a chain Of protested water
wavs along the Atlantic seahoard, dc
sioned primarily for interstate bare'
traaic avoiding the dangers and losse'
incident to the coastwisc shipping trade
and connecting. and thereby more fu'l,
utiliziur the great natural waterway
already existing
I'm response to resolutions adopted b.
the Atlantic Deeper Waterways Asso
ciaticn. comprising representatives lou
all the seaboard States, the river an
harbor act of 1909 directed the e2mpie
tion of a survey for ne construction o
continuous waterway from Boston
Mass, to Beaufort Inlet. \. C., ana
further survey was directed from Beau
fort Inlet to Key West, Fla
Broadly speaking the rcort OF the en
rincers have been favorable for the com
rletion Of such waterway betwee
ono Island sound and st. Johns rive'
IN Florida. at depth OF Il feet on tn
northern SURVEY ending at Beaufort, \
G. and of feet on the southern surNe
endinc at the St. Johns river. II IS
essential link in this intracoastal chai
that the present proposition to acquii
The Chesapeake and Delaware canal l.
,e considered. -, r
In their preliminary report M.
nocuuent No. 1901. cd Congress
SESSION. the engineers reported on a.
lon a,ible routes. and again recommends
me adoption of the route OF the eNlstin
rhcsaneape and Delaware canal
routcs south of that canal we're r.
verselv reported; first. because the
would enter Delaware bay at a poir
where the movement OF shore san
would MAJ, il difficult TO maintain u
spproaches: second. because they woul
rnter Delaware BAY south OF the iort
hcatiOns.
The advantages of the existing can,
s ronte are stated as follows: First, D
general direction as part OF the larg'
waterway project; second, 1t crosses q
PENINSULA at its narrowest part' thiI
he excavation at this point would
most economical: fourth. II lntersee
S fewer routes of land travel; htth,
.z shortens the distance from Baltimore
Cane Henlopen by 1874 miles; sixth.
enters the Delaware hay well with
tbe protection of the fortihcations; Sc
|.. - r,t.fo most pasilV Il