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December, 1913 same way it is for the advantage of Americans generally to have all prac- ticable waterways made available for traffic--they cost but little to main- tain and their use is unrestricted. To take another illustration afford- ed by the state of Maine: The vast shipments of potatoes from the coun- ty of Aroostook have made the mat- ter of freight charges such a ttre- meéendous. item that the Bangor & Aroostook. Railroad Co: found it would be a matter of the highest im- portance to make use of water trans- portation to the largest possible ex- tent; and so, in the Penobscot river, it constructed one of the largest THE MARINE REVIEW freight piers in this state; the channel was dredged by the government so as to permit large steamships to reach these piers, and now cargoes of po- tatoes go directly by water from this pier to the metropolian markets. Small shipments can be handled by small vessels--this waterway is a pub- lic waterway and a public benefit. Transportation of Grain The fact that gtain can be trane- ported by steamer from Duluth, Minn., to Buffalo, N. Y., for. less than: one cent per bushel by way of the great lakes, is a. graphic illustration of what waterways can do in cheapen- 459 ing the cost of bringing necessities from the producer to the consumer. A national policy of good roads, enabling the farmer, or other producer cheaply to deliver his crops or other products at a waterway landing, and im- proved waterways, giving cheap trans- portation of these collected crops or products to central points of con- sumption, is a policy which will do more to reduce the high cost of liy- ing than any other one thing within the power of congress. Whenever the people generally in- form themselves on this subject, leg- islation giving them these advantages surely will come. Chesapeake and Delaware Bays The Increased Transportation Facilities Be- tween These Two Bays--The Nation's Needs HE value of transportation by i inland waterways, and deeper channels connecting them with the high seas, is by no means as thor- cughly appreciated as the results of such a system justify. The campaign of education which has been carried on, moré actively in:. the past > ten years than prior thereto, is, however, showing the result of an awakened and deep rooted public interest. The cutcome of a public conviction, that is not combated with the same pub- licity and frankness as that used by its advocates, almost. invariably re- sults in favorable legislation and ulti- mate success; and the strength of the position taken by advocates of in- creased facilities for transportation by water, has been but seldom assailed. The National Rivers and Harbors Congress in adopting a general policy of education, and not attaching itself in any way to individual projects, has made it the center of the public in-- terest which has been aroused by a growing number of enterprises advo- cating local improvements, that has so far worked to the common good of all. This policy has met with the expressed approval of former Presi- dents Roosevelt and Taft, and Presi- dent Wilson, and a noticeable result of such general approval has been to create in the separate localities, inter- ested particularly in their own needs, a less selfish, although not a less act- ive interest, in the promotion of these enterprises. It has added a broader point of view and a wider scope to their interests. There is no reason WILLIAM HENRY HEALD. William Henry Heald, of Wilmington, Del., was born at Wilmington, Del.; was educated in the public schools of Wilmington, and graduated from the ~ high school in that city in 1880; the same year was appointed national bank of Delaware College and _ graduated therefrom in 1883; graduated from the law school of Columbian University, of Washington, D. C., in 1888, and_ the same year was appointed national-bank examiner for the states of Montana, Idaho, Washington and Oregon; com- menced the practice of law in 1897 and is still practicing his profession; has for a number of years been one of the directors of the Atlantic. Deeper Water- ways Association, and a vice president of the National Rivers and MHarbors Congress of the United States; was ap- pointed post master of Wilmington by President Roosevelt in 1901, and served one term; was elected to the sixty-first congress and re-elected to the _ sixty- second congress. By William H. Heald why the interests of the seaboard, the _ great lakes, inland waterways. and ca- nals, cannot all be worked out in perfect harmony and accord, as part of a national plan for the conserva- tion of all our resources. The ap- proaching completion of the Panama canal will not be the culmination of our national waterways improvement; it will be but the beginning. The pride of country and national achieve- ment will be aroused and will demand further accomplishments of a similar character, although of lesser magni- tude. Along a seaboard the cheap and safe transportation of merchandise of con- siderable bulk has become a problem that cannot be solved by any other method than the deepening of inland waterways, the enlargement of old and the construction of new canals, and also the creation of an efficient termi- nal and transfer facilities. The policy of an annual consideration of the needs of our rivers and harbors by congress is another wide step in plac- ing these improvements upon a basis of systematic development rather than of sporadical wastefulness. The very large traffic of the class that can properly be termed bulky moving north and south along the Atlantic seaboard, more than a century ago called attention to the value of canals connecting the larger bays and avoid- ing the very great danger of outside navigation. Canals connecting the Chesapeake bay and Delaware bay, and the Delaware bay and the waters sur- rounding the harbor of New York