ight of the port that would
bear slow moving. The wharves of Warner & Co. now extend from Water
street to the Christine River, and from Market to King streets. There
are three communications daily with Philadelphia, and tri-weekly ones
with New York and Boston. Their Philadelphia line consists of two
steam-barges of one hundred and fifty tons, and they are constructing
a third at a shipyard we have yet to examine--that of the Jackson
& Sharp Company--of two hundred and fifty tons burden. The four
railroads of Wilmington--the Baltimore line, the Wilmington and
Reading, the Western, and the Delaware Road--all run their cars by
continuous rails to the wharves of Warner & Co., where freight is
transferred from cars to steamers with extreme rapidity, by four
steam-hoisters placed on the ground for the purpose. A stationary
engine also takes hold of the cars, and moves them from place to place
on the rail as wanted. The handling by steam-power--a great change
from the days of the old bell under the eaves!--of course reduces
greatly the necessity for mere human porters. The steamers ply to a
wharf at Chestnut street, Philadelphia, and also, as aforesaid, to New
York. In respect to the latter port, the Messrs. Warner anticipate an
early day when various novel manufactures established at Wilmington
will demand new freights from the New York market, and to hasten that
day they offer very strong inducements for return cargoes. Such is a
specimen of a transport-office, transformed from old-fashioned ideas
to the newest ambitions of the time. While the iron road will always
collect a large portion of moving merchandise, there will still
be another large portion for which the superior cheapness of
water-transport will be a successful inducement.

[Illustration: VIEW OF THE WILMINGTON WHARVES.]

An immense bid which Wilmington makes for future greatness is in the
excellence of her harbor. Shipping there is at once safe and unimpeded
in its exit. The Delaware and its bay below the city are broad and
without sudden bends. Ice does not gather, and the influence of the
ocean, by its tidal movement and salt water, makes the breaking of a
channel comparatively easy. The Christine harbor, from any point near
its mouth, can be kept open to the sea in all ordinary winters by a
stout and well-built tug. The Christine is much wider--probably by
three times--than the Chicago River, upon which every ton of the
magnificent commerce of that great