ocean, with the Ohio River at Pittsburg, and with the Mississippi River should be constructed with reference to carrying barges of at least 1,000 tons burden. Probably the waterways connecting the Alabama coal and iron fields and the manufactures of the Birmingham district with Mobile should also be made so as to accommodate 1,000ton barges. The United States will doubtless construct a few canals to shorten the main ocean routes followed by our large and growing coastwise commerce. Unquestionably the short canal connecting the Chesapeake and Delaware bays ought to be much enlarged, so as to accommodate ocean shipping; and there is little doubt as to the desirability of a canal to save passing around Cape Cod peninsula. There has been much said in favor of an ocean ship canal across New Jersey, from deep water on the Delaware to the ocean near New York City, and another across the northern part of the peninsula of Florida. It is questionable, however, whether either one of these waterways would be used extensively by ocean vessels in preference to the somewhat longer open-sea route. Both of these canals would be of value to our navy, and for naval reasons their construction might possibly be justifiable, although they are not an unquestionable necessity to commerce. The services that inland waterways are to perform in the future will differ from those they have rendered in the past. Both the railroads and the waterways of the future are destined to be more efficient transportation agents than they have been in the past. Although the railroad has reached a high state of efficiency and has by no means reached the end of its technical development, the usefulness of inland waterways as a part of the general transportation system of the country will not cease to be important. Indeed, the value of inland waterways will tend to increase with the advance of our country in population and in industry. The development of facilities for public carriage has become increasingly important, and our industries will require both rail and water carriers for the adequate performance of the ever-enlarging work of transportation. INDEX Adriatic, the, 32. Amsterdam Canal, date of open- Archimedes, the, 28. Articles and register, 81. Baltic Canal, description, dimen- Bill of lading, ocean freight, 73; international express, 110. Bills of exchange, 83. Black Ball Line, when started, 19. Bounties, French, 277, 289; gov- Brig, description of, 15. Canadian, the, 33. Canadian Pacific Railway Steam- Canal, Suez, tolls on, 10; Panama, Capital, for investment in Ameri- can shipping, 5; abundant in Cargo, ton, 9; two classes of, 11; Chamber of Shipping of the United Civil War, effect of, on merchant marine, 282, 284. Clearance paper, 79. Clermont, the, 26. 356, 357; between waterways Corinth Canal, description of, 53. Clipper ships, 20; demand for, Corps of Engineers, United States Coast and Geodetic Survey, 215. 163; Atlantic and Gulf States, Columbia River, navigation and tique, French Government con- Army, 214. Cunard Company, the, organiza- tion of, 27; two largest vessels Dakota, the, 42. Danube measurement of net ton- Decline of American vessel ton- nage, 279; reasons for, 285. Enrolled vessels, 12; use of term, 12. Equipment, transportation, on |