Harrisburg telegraph. [volume] (Harrisburg, Pa.) 1879-1948, 1918-11-20

amount of dredging prizmatic
channel OF say so feet wide at top
and fourteen feet deep can be es-
tablished and maintained. The
height of the dams kept as low as
careful study would Indicate and to
permit floods and moving ice to
pass over. Some dams would be of
the bridge and shutter type, piers
built across the river at intervals.
and steel shutters to close the inter-
walls controlled from the bridge, low
cred or raised as the stage of the
water indicated. Storage reservoirs
built to help control floods and sup
ply water at low stages. Locks Will
be necessary, and wherever possible
power can be generated for canal
and commercial purposes, although
my thought would he canal first, and
power development as incidental.
Good Foundations
The bottom of the river lends it
self to the construction of dams and
locks. Good foundations are evil
dent; the banks are, generally speak
ing, good; the ones likely to wash
can be protected by riprap of stone
taken from the bed of the river
when dredging. The fall in the river
with a few exceptions is not rapid;
the rapids will require higher dams
and locks. At McCalrs Ferry dam,
locks can be built Generally speak
ing, the channel will be in the riv-
er. 1t may be necessary or advis-
able in some cases to dredge the
canal alongside on the bank or
across a meadow to shorten the
route or take out a bend. a care
full, exhaustive survey must be made
tA LOT agtif,n n to
the cost. But do not let us con-
slider the cost too seriously. Do not
let the balance sheet blind us or
shut out the broad view of a great
utility.
\ Practical Utility
"The question is not what it COSTS
but what do we get for our money
The cost of n properly constructed
canal, large enough to float a $500
ton barge, will be spread out over
all time to come. All future genera
tions will derive everlasting benefit
from it and rise up to bless you. 1t
will take about two years of sur
veying and study and planning TO
form n reasonably accurate idea of
the cost; so t would be very diff
cult for me to give you an estimate
or even a fair guess, but l have been
tlohCh oO VI Atll w nat VIII II NbSI bAltlA
l will make a comparison with the
cost of New York state barge canal.
The New York state barge canal in
1916 carried 1,625,000 tons of
freight
Cost $50, 600. 900
The New York state barge canal
cost Sl54, 100000. The total mileage
is 4SS miles. The estimated freight
cost is about -four and eight-tenthS
mills per mile. \ safe figure on the
canaliZing of the Susquehanna river,
including branches, would be from
$50 to 200 millions of dollars. The
state of Pennsylvania may be COM
PEELED to do as New York did-pay
the bill-receiving no national aid
until tidewater was reached. 1t
will be ninety per cent. in Pennsyl-
Vania. Ninety per cent. of the ma
construction will be produced in
Pennsylvania, eighty per cent. of the
money will be spent and circulated
in pennsylvania, ntnety-fiVe per
cent. of the outgoing freight will
originate in the state of Pennsyl-
Nania; the canal and all its mate
rial benefits will be yours. The
state must control the building,
maintaining and operating.
In order that this vitality impor-
tant project should have proper at
tention, the suggestion is offered
that Il committee, made up of rep
resentatiVe citizens from the great
valley of the Susquehanna river, and
throughout the state, be ap-
pointed to see their representatives
in the State Legislature and have
them take up the matter seriously,
create a Pennsylvania state barge
canal commission and make an ap-
preparation of $2,000,000 to pay the
expenses of Il careful survey and
study, the preparation of compre-
hensive plans and estimates to be
submitted to the commission from
time to thine and a complete report
to the State Legislature at it's 1920
session."
Operate Economically
Continuing, Major Gray said:
IF economy in freight movement
is desired, the canals will supply it.
If prompt and speedy receipt of
freight is demanded, the waterway
at the present time eXcels the rail-
roads. Whatever may have been
the performance of the railroads in
other times, 1t is a matter that may
be proved beyond doubt that car
goes by canal pass from Buffalo to
New York in less time than by rail.
Already, with a portion of the old
canal in use and by means of anti
quated canal boats, fleet has made
the trip from the Great Lakes to
New York in less time than by rail.
days. With the new canal route in
use for its entire length. five days
may be counted as the maximum
time of passage.
ITO secure u test of comparison,
inquiry was made as to the time
consumed by the railroads In carry
ing freight between Buffalo and
New York City. Records were
sought regarding some half-dozen