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Tous les autrvs axemplaires originaux sont filmte an commandant par la premiere page qui comporte une ampreinte d'impreeaion ou d'illuatration at en terminant par la derniire page qui comporte une telle empreinte. Un dee symbolea suivants apparaitra sur la demiire image de cheque microfiche, selon le caa: le symboie — »> signifie "A SUIVRE", le symbole V signifie "FIN". Laa cartas, planches, tableaux, etc.. peuvent etre filmte A dea taux de rMuction diffirents. Lorsque le document est trop grand pour dtrs reproduit en un seul cliche, il est film4 i partir da l'an«ile supArieur gauche, de gauche i droite, et de haut en baa. en prenant le nombre d'images nicassaire. Les diagrammes suivants illustrent la m^thode. 1 2 3 1 2 3 4 5 6 ^>mJ^ m »ECI^L CONSUI.A.R REP»OKTS. \ CANALS AND IRRIGATION IN FOREIGN COUNTRIES. m FROM THE CONkSULS OF THE UNITED STATES Hi ANSWER TO CIRCULARS FROM THE DEPARTMENT OF STATE ARRA.NGEMENT. Page. Part I. Canals T'-asi Part II. In-igation 255-484 WA^ISrGTON-: ^' >0;f>%|ERNM'KNT FBI N TING OFFICE 1891. SSSEESH" mmmm ^l-AL coisrsuL^H REl>OHT8. II ■J 'ANALS AND IRRIGATION m roHEIGM CODUTKIES. ir.''sr;s,:.™-K'K'-»" .1 ARRA.NGEMENT. I^AiiT I. Canals. ^^^ PaktU. Irrigation." ''"251 255-494 WASHINGTON". GOVERNMENT PRInttato « ^KINTINa OFFICE. 1«91. -f»s' IV J -I- ■K IdeTelopment. a I' S?*;""**"" »i 1; Welland Cani Mand8t.Lawr Titrol aud tolls, .item of Canada ^nala, 20;Grenv ty navigation, 2! Jm Lock, 24; W« Idins and Cornw VHtructed up to pnt, and Rapide Jnal 32; Wellan pie district navii ^Keon, 34; oonfej I canal comniissio nts, 38; Corn we] -nsburg Canals; G la Canal improv m, Granville, an #per Ottawa navit \tf, cost of; Ot^ ■Juor, and deepen ntreal, 47; canal J», distances and c tColumhia: Geom T8 and ditches, 53 [Water ways of, f fimma: Cana/soi »•• Canals of, 69. Canal, 60, 61. loto end Lake Bii light; imgatingct Jfalea: Canals of, Ex. 45~-»i CONTENTS, PAET I.-0ANA1S. DOMINION OP CANADA. .stem of Canada, 17. iWt t J^ "P^nditWM of CiSuife ' c«' - Int and Ra^ide Plii Ki »|f "^^^f ois danah ?f liSl^^S*' ^' °»°at fnal, 32 ; WellanH PoJ; i i • ""^ » Galops Canaf "'amsbnrjr, Farrand'n ftle di8trioVnav?gat?o'n *^ "o^ rr/«^. « ; ffr^,'*' **>« ^Sl . I-Keon, 34; confedeSn a.:^°*°*^ *' ^Wsholm T ^id« /nS ®'^*'' »«<* New- i canal oomniisaion ann^i*?^ expenditnrea on oanaWrA.^^"*?*' ** I^ake Bob- 'its, 38; CornwSj'rM°*'"®°* a°d "Port of? sSi?? k"* *" confederatfon d Canal improvSts 4 f^''»P«>veIneBt8, 39 rMur^v^^^ aaS Wil- .ok, Grenville, and Cari'Unn 'n ™Pf*'^*"»«nt« of BurhSon ^*^*"*i' '•'^ J Wei- SOUTH AMEBIOA. I Water ways of, 57. 68 * »ut««a ; Cana/8 of. 68 59 Canals of, 69. ' ^' WEST INDIES. f^i/^fiS/a?-— «... .« «e..„, ., ,„,„,.,^„_ ^^ ^ CONTINENT OP ASIA AUSTRALASIA. ^'aJw; Canals of, 71-77. CONTENTS— CANALa CONTINENT OF EUBOPE. BKLQIUM. Cttual dit de Baccordou.ent I Gaur7'r;.n f » ^°^' Nieiiport par Furnes and =;«^^ -»' "•*. -"5"; ".X"i.^Ui:nssir.rii^^ DBNMARK. I'KANCB. dal period, and boatmen's corVSiii^^^^^ mxteentli century. lOjT^ Te fet repubhc, 111 ; special appropriatfon "f ^n' ??.>"' «'""*« ' canaJsdnring thtZt steam navigation. 113 ; census of canal Imlts iik •''"T'^ ""4. ''""cessioas ; can"l compulsory towing, steam navication M«. ' ' ,*°"""8 *^^""' 'ho bank. 115 • ">g, 117j canal««f'iaiIwaytrafflnr7'lV«.'„f'*P"*'^'''5 the Rhine, cable' wi revenue and oxpen.litures.™ I'i- 'the iCrr"' ''^.•^''*^«'- ^"^^^^ H9; canli 122; expense, working, salUf the wiif„r,^.T'' /'?'.'''*''?''«") canal, desor ption 123; motliods of irriga iornrocedZ r^ ?.^^ of. tlistribution, irrisatZ tables' the Loz5re; sonrces^f w^tKuppIy' cZittt '//'Ration, 1^4 ; ^e^Lrtmen oj Ca,.aroVTann?*'->r^«"'^ ^^«'- rainW],^!^?'*'""^^' "^ ^«^''«' ^25; water diatribuf v.anai ot laucarviile, stat sties of l<>H_i4n. i ^ 130, 131 ; canal ftom Nantes to bS ?li«S- ^™™ paen to the sea, statistics of va. railway traffic, 133. ^^' '^^scnption and statistics of, 131, 1327om^ GERMANY. '''7o^,T:lifh,irSe%Sr7-?^?'s\r.°' '''^ «<'™'»'«*ratFon and oonstmc Canal, 13!); KhOne-MarneTanal lio-uT'^Q''^ Canal system, 136-139; BroS 144; Nied Canal, 144. 145 ;Sics2^\ht^i*l^^^^^ l^V^^^' Moselle SSl, lod; West Prussia, 153. "'iA«/-i&u, Ji^ast Prussian oanala, 150- The Corinth canals, 154, 155. GRBBCE. KUSSIA. Tickhvinsky system; Rybinsk and Rnln„L^-7'^^°'^*'^°<^8'^ system, 161 : the portation, 163 f irrigknVrnll*8ri64f SSSS^^^ SWXSBir. TrollhSttan Canal, 166; Gota Canal, 167-169. CONTENTS — CANALS. THE tTNITBI) KINQDOM. m EBKland: Early En«l.^ canal. l««Vo^^ISr^^^^^^ nav.Kation, "\-"^'J*"'^^,^?toirg 190- Lewlsand Liverpool Canal. l.)l-19a; / OONSUXjA-R rbjports. CONTINENT OF AMERICA. Pago. ^'^Cana^^^ofrafaai (Commercial ARont Leiebman of Morrlsburg) 9-11 BuSton Kay Canal (Consul Roberts of } anulton) {Mi gonth America— ^'* wkter ways of (Consul Borstel, of Pernambuco) 57 ^"^ctn^alsofVconsul Walthall, of Demorara) ^8 ""'^(Report by cSnsui Whelpley. of BarraBquilla) 59 West Indies- French West Indies : iTi„^i^m 60 Canals of Guadalonpe (Consul Bartlett) "" CONTINENT OF ASIA. *^*^Kioto and Lake Biwas Canal (Consul Smithers, of Osaka) 63 "''Esdfo°ril»cS5Sl;-irciii-K,»gr.::::;::" ^ AUSTRALASIA. New South Wales (Consul Griffin, of Sidney) ''^ CONTINENT OE EUROPE. Belgium: ,_ . /• t ..o,»^ 79 Canal8of(Con8nlPreston, of Liege)-... gg fiftnals of f Consul Steuart, of Antwf rp) •"•••• ," V tn Krfthint Haiuaut. and Namur (Con«ul Roosevelt, of Brussels) . - . ... . - - . • « Be& Caua"s-AX"ty and Manner of Construction (Consul Butter- ^^ field, of Ghent) Daninnrk : o.,^:r;;:■'■■'"•''c»"."^BV^l.i;;;;:;;;■;:;;:'....:::::;:::;:::;:::::;:::; .g UniteSKLloiSr"^^*^'*' Gothenburg) »«« *^igland jgg gpSS°S^.'.?:r^--' .«, Inlant' naviiration „f /r. , ^''*""'^' ^°I«>",, of Sheffield) '" a^ „ Canals of uffiwp^^^P'l?''! Reid, of Dablin^ Scotland: ^^"t" (ConanI Ruby, of'selfaet) ^ 233 Wales: ^^""""^ B«>wn, of Glasgow) 238 C^l- of (CoasulJones. of Cardiff) ...*.." ''*' 247 Paet II—Ibeigation. Egypt: CONTINENT OP AFRICA Maa^L^r"^"-«(»o5r^"i,^^^^^^^^^ MadK' -^^^y"^ (Consul Campbell) 2«l-300 ""' °^ Cape Town)..../.;;:; 301-307 307-310 ^entlne Republic (ConsnlT™^" "" "^^«^^^- *B»h- J ^^""'"^ ^«''«'' «f Buenos Ayres) . f"!»*^<^"ayra) 5?? Salvador (Consul Tuns/^hi^o''"*^"*) ^i Spanish West Indies" *^^' °^ ®*" Salvador) .:;; .::; B Santiago de Cuba (Consul Reio^er) ' 333 333 i f i >'!■■ -\ 1 J( - '^ I* / 9t 100 107 187 . im 133 134 147 150 163 154 156 165 166 IfiD 214 ai4 Id)... ^^ 233 236 238 245 247 -( . 255-278 27a, 280 281-300 300 301-307 307-310 311-335 S2S 325 32&-328 328 330 331 331 ^1 " 'i*» 333 333 CONTENTS — IBUIQATION. ^ ▼ Mexico fConiiiil-Gen«rftl Mom, Mcxioo City) 334-3:17 Coahoila((;(in8nl WoesHiicr, f,« "iultlilo) 337 Lower CalKonila (CoiiHul Vic ;• of La Paz) , 338 Sonera (Couaul WUiard, of Oaayinaa) 839 CONTINENT OP ASIA. Asiatic Tnrkey : Asia Minor (Consnl Eramett, of Smyrna) ., 341 8ivtt8(CoiiMulJowott) 34a Palestine (('onHiil aiiluian, of Jerusalem) , '. 342-347 Syria(CouHul Bissinger.of Beirut) ,... 347-353 Ceylon (ancient irrigation In Ceylon) 35i>, 3(iO China: Canton (Consul Seymonr) 361 New Chwaug (Vioe-Consul Bandinel) 362 Ningno (Consul Pettus) 363 Province of Fo-Kion (Consul Campbell, of Foo-Chow) 364 Province of KiangSn (Consul Jones, of Chin Kiang) 306 Shanghai (Consul General Kennedy) 367 Philippine Islands (Consul Webb, of Manilla) 368 Siam (Consul-Geueral Child, of Bangkok) 369 AUSTRALASIA. New South Wales (Consnl OrifHn, of Sydney) 371-380 Development of irrigation in 380-394 HAWAIIAN ISLANDS. Irrigation and its effects in Hawaii (Consnl-Oeneral Severance, of Honolulu) 391-407 CONTINENT OF EUROPE. Austria-Hnngary (Consul-General Goldschmidt) 409-410 Belgium (Consul Stewart, of Antwerp) 410-421 France (Consul-Genoral Rathbone, or Paris) 4"22-4!i6 IJuuclies du Khouc (CousulTrail, of Marseilles) 426-404 Cogna« (Consul Earle) 464 Havre (Consul Dufais) ., "' 404-466 Nice (Consnl Hathaway) 406-408 Holland (Consul Ellis, uf Rotterdam) ..''. 468 Holland (Yice-Consul Yinke, of Amsterdam) ',\\\ 468 Italy: Genoa (Consul Fletcher) 469 Naples (Consul Caniphausen) \\ 469 Palermo (Consul Carroll) , V.'.V. 470 Messina (Consul Jones) " 471-475 Sicily (Consul Jones, of Messina) ,",', 475-477 Catania (Consnl Lamantia) .''[ 478-482 Portugal : Cape Verde (Consul Pease, of Santiago) 483 Spain : (Consul Perez, of Santander) ; 483-493 (Consul Ingrabam, of Cadiz) 494 "f 'WJ it U 1.-1 m -■\ A COMMUNICATION FROM THE SECRETARY OP STATE, TRANSMITTING Special reports of consular officers on irrigation, canals, and port regula- tions. December 5, 1890.— Eeforred to the Committee on Printing. Department of State, Washington, December 3, 1890. SiE : I have the houor to transmit herewith a series of special reports, from the eonsular officers of the United States, on irrigation, canals, and port regulations in their, several districts, covering the following phases of the subjects enumerated, viz : Irrigation.— Ax&3i& irrigated ; quantity and quality of crops grown ; sources of water supply; character of works used for storage and dis- tribution of water ; systems of water distribution and cost of same to the users thereof ; ownership of water; character of climate and na- ture of soil of irrigated regions, etc. Canals. — The time and manner of their construction ; their extent and capacity ; the traffic upon them ; the effect they have had in cheap- ening the cost of transportation; extent of the use of irrigating canals and the benefits derived therefrom, etc. Port regulations.— FiloUge ; lights and light dues ; quarantine rules and regulations, etc.* Congress appropriates $20,000 annually for the publication of consu- lar reports, general and special, and the reports herewith would have been published under the provisions of this appropriation, butthatthe general and special reports already published and being prepared for publication during the year will exhaust the same; hence the present transmittal for publication. In this connection it may be proper to say that, in addition to the regular monthly series, the following special reports have already been published during the present yeai Cuttou textiles in foreigucouutiies; flies in Spanish America; carpet manufactures in foreign countries; malt and beer in Spanish America; * Port legulatious in a separate volume. 3 4 CANALS AND IBRmATION IN POBKIGN COUNTRIES. fo^ g "coan rU' f lVb ' ^^fr.gerators and food preservation in Gas amrgas inSc ire Lid Z!"^^^^^^^^ '• •^' "''"''" of Preparation^ and manufactur^of ruSL^^d^ L^r^^^^ S'?'"^ ' '°^'* ''"**^«^ »»PP»y and coal con«ump?^ in Spl^i^'AmenL ^'^^^ '^^'^ for the nse of the DeSmeat ' I^^'^^'^S"^^*'^"^. l>e ordered printed I have the honor to be, sir, your obedient servant, Hon. Thomas B. Reed, '^^^^ ^' ^i-aine. Speaker of the Mouse of Bepresentativea. }; m m. on in :ion: ppiy coal with Qted B. ,■>"<*, CANAL CIRCULAR. Department of State, Washington, D. C, July 31, 1889. Gentlemen : The Chamber of Commerce of St. Paul, Minn bv resolution, transmitted by its president, has requested the Department to secure, through the consular oflQcers, reports upon the canals in the several countries, viz : f h« f Iffl^® *"^ T'^'^^L ""^ *^^^'' construction, their extent and capacity, the traffic upon them, the general management thereof, the effect thev have had in cheapening the prices of transportation, etc.: also, reports riS ffom th?m^"* ""^ *^^ °'^ ^"^ irrigating canals and the benXde .rnI*!?c.?K-' J^«^f «re' requested to prepare reports covering the fore- going subjects, adding such other information as may contribute to the complete illustration of the important matters embraced by the resolu- tion, and to forward the same to the Department at your earliest con- venience. I am, gentlemen, your obedient servant, William F. Wharton, * Acting JSecretary. The Consular Officers of the United States. 6 M, m ti S. m0\ ii ' mi Ji'W 'ti i 'f PART I. CANALS. m^ 1 i CONTINENT OF AMERICA. 7 DOMINION OF CANADA. CA]ffAIS OF CANADA. liEPOUT BY OOMMEBOIAL AGENT LEISHMAN, OP MORRlSliVRQ. OANAT, DEVELOPMENT. prrZc'°a"U''v:?ltr'"" """ """"'^ '" ^^""^"^ "O™ -■">'' "y «"> In 1867 the uuion of the provinces was effected and thev became tho property of the Dominion Government, subject to the controf of th« department of inland revenue, but their^onsCet LfmaintenaLf and repairs are provided for by the department of railroads and canals Sault^Ste MaSranfl ^«"f"d Canal systems, in co^Sunction witi'he aauit ate. Mane Canal and the Great Lakes, give an unbroken wafAr communication from Duluth via Montreal to Liverpoora disfanZ nf 4,618m,l^s of which 71 miles are artificial navigation ' '^ ""^ in 1841 the system of canals between Montreal and Lake Onfarm C1810.. at the time when the canals were originally constructed fh J/'wH^T^-*^?"' ^^^ experience of subsequent j ears hav^ proven that while the intermediate river affords a sufficient depth for ?esJels tTL^?^. ^''*' '\*t^ "^"^^« themselves at certain periods of low waS o J?f J\^"',P'°'' ^^°^^^ constructed between Montreal and Lake Erie are the Lachine, Beauharnois, Cornwall, Farran's Point RapWe pfa?' Sits't'hrtot^hS; n?' -g^-gate 'length of Se' ctffis'^io'i S nnk« f« fiit H ^ ^^ overcome by locks is 533i feet and the number of looks 18 fltty-three. The greatest navigable depth is 14 feet and that at present to be found only in the Welland CaoT, which wL^o^^^^^ in the vearTsT ";;'^ *'? ""^IT^^^ d»"ng the ^eas^n orissr"'^ Ia4e tKanals oVU?l^'^^^ ^^ *^« Dominion Government to en- large tne canals on the Si. Lawrence route, an^ it was subseouentlv vesS'^futet dtf? ^T"" ^'r^^ ^^ '^'"'^'^ would accomrodS vessels ot 14 teet draft. In conformity w th this scheme of enlarp^r ment all permanent structures such as locks, bridges, ete.,whTchfre being built are required to be of sunh Tir««o.fL„o"t 1^,. !:_'_!l"'^",^f® vessels of^l4 feet draft. The newlocks'are 270 'fteT long "Swe^^^^ gates, 45 feet wide, and with a clear depth of 14 feerof watir on the 9 10 CANALS OP CANADA. « nL a. 1 . • , ^K *" o[<^'^e»«e^ Stone, backed up with large, flat-bedded stone, and laid throughout in hydraulic cement. Tbo faci' stoneg are laid m regular courses, the thickest course being at the bottom and diminishing upwards in regular succession. The foundation timbers are pmo IJ inches square and covered with two thicknesses of planks. LAOHINE CANAL. The Lachine Canal is located on the northern aide of the St. Law- rence River. It extends from the city of Montreal to the village of iiachine, and was constructed to overcome the St. Louis rapids. It is 8J miles in length, has five locks, and a total lockage or rise of 45 feet. Its mean width is 150 feet. It consists of one channel with two distinct flonH.T«i'?fi''fl' *.^^.^^^^.J'°^ *^« enlarged. Its present navigable S if iV^?\^".5,^'^^ *he excavation of the canal prism to a further depth of 2 feet it will accommodate vessels of U feet draft. A portion of this canal is lighted by electricity. Its copstruction consists of the excavation of earth and rock, and the manner of letting the work is by pubhc tenders. The work on this canal was commenced in 1821, and the first vessel passed through it in 1826. ' BEAtlHARNOIS CANAL. This canal conimences 15i miles west from the head of the Lachine Canal. It is on the south side of the St. Lawrence River and connects Lakes St. Louis and St. Francis and passes the three rapids known respectively as the Cascades, the Cedars, and the Coteau. Its length L «i^ 9nn' f ^ °«"^^^^ fJj"?^^ '? "*°®' ^"^ *^«'^ dimensions are the niirnf ' ^•*^«^?V''"^ .T^ ^^ ^''^^ '« '^'^^^- The total rise or lockage overcome 18 82 J feet; the navigable depth is 9 feet; the breadth of the canal bottom is 80 feet, and its breadth at the water surface is 120 feet. Opened in October, 1846, for navigation. CORNWALL CANAL. The Cornwall Canal was commenced in 1834 and opened for navi- gation m 1842. It is situated on the north side of the St. Law- rence, opposite the village of Cornwall, anr^ commences 32? miles troni the head ot the Bean harnois Canal. It extends past the Long Sault Rapide. It is the longest canal on the St. Lawrence, being llj miles m length, has six locks, two of which are the new or ehlarged T^lu •a}''^?^ ""rf ?'' lockage overcome is 48 feet. The navigable S 'Mn%^\ ^S ^"^^^'^^^ at the bottom is 100 feet and at the water surface 150 feet. Four new locks are under contract and are now in the actual course of construction, together with the supply weirs and bndges, also the enlarging and deepening of the canal prism. Its water is utilized for motive power by varied and extensive manufac- turing industries. This canal was formed by excavation and crib work. WILLIAMSBURG CANALS. The Farran's Point, Rapide Plat, and Galops Canals, are collectively „Wn"/f, the Williamsburg Canals. They are situated on the north snore ot the St. Lawrence River and were constructed to overcome cer- tain rapids, the names of which they bear. They were formed by cut- ting through projecting points, and with the material iPmnvAd inr.infli..« DAys, and indents in the shore line, making a continuous range of bank 4 'C/> CANALS OP CANADA. 11 'CJl ine current, the depth of water, or other circurastancea, the bank is nmdesohd by a hue of rough crib work, and along the outer Ze of the bank as well as the two inner sides of the oaual f wall of broken stone hif fi'f " .J'"'.* l^ ^r^^""^ *^« ^*^«^'"» of the sides. The ohanndis tir TZbrtd?h n^f^H*''" ""''^''t .«^«P^' ""''^ 2 horizontal to iver tical. 1 he breadth of the canal is 90 feet at the surface of the water Sal ii thTZfn? lu T^'^' ^^ ^ ^^^' '^'^''' The Farran4 Point Oa! na is the first of the division in ascending the river. It commenofti K miles from the head of the Cornwall CanaL It was opened Tm? is rise of 4 fee^' "nt h"\'" ^'"« V^' ^^« ''"^ ''^'^^ ^'"» «^^«^" or to'ti surface ^^'^ ''''" ^^ ^'^^^ ^^^* '^'^^ «^«^ t^'^ ^«ter thf %wrnf ^u^-'f *^^ ''r'^ ^^ *'-^^ ^^''^^^ ^"'1 is located opposite Farran'sToint £n7 tT^' ^a T'^'^^^f « l^^ m^'es fro.n the head of j^arransPointCanal. Tt was first opened for navigation in September llf 'of iu'flr^ tV'' ^'V^^^' ^^' *^" ^^^I^^' ^"d a total riseC lock! ^?1L"^ feet. The enlargement of this canal in conformity with the TlTT *"* r I ^f''^'^^. ««^^°^« ^»^« ^«en commenced. The work already accomplished consists of the enlargement of the channel wiv above and for some distance below the guard lock at the lead of tS« ttr'^itfthe oldTcr ^^^^ '' ^ "^\'^ '^ ^•"'^ afuppl/^U^f conned lion with the old lock. Arrangements are n progress for the f^uVircra Tthe canal iXt "'sr.^' ''^\^""1' oo««'«ting^ofTie prism au 'ffik at tne canal outlet. Soundings have been taken and snecifications arA being prepared with a view of advertising the work forpuWic tenders r«ni?^ ?.'-^?S^^ commences 4J miles fFom the head of Kanide PlS lockage of IsJie/^'V' length, has three locks, and a total rise or lockage ot 16f feet. It was first opened October, 1847. The new work completed on this canal consists of the deepening of a channel wa7at ""^rtr ^w ',P^^H^ facilitaring access to the canaJ. ' ""^^ ^* oft3 -1 -"^"^ £^°*^ connects Lake Erie with Lake Ontario It is 26f miles m ength extending from Port Colborne to PoShousie liJr *r°ty-«»^ ^ocks and a total rise or lockage of 326* feet Its construction was commenced by an incorporated company.* The first nril^- *T^^ November 30, 1824. The company's fiuancikl resources Sain° th«^L^n!,*^ the constantly large outlay that was necessary to Jiri^n i«.i^^ *'*'?^ '" the efficient condition its importance required m^l tH^o ^''\ ""^^ passed authorizing its purchase by the Govern! ment. This canal was opened for navigation in 1841. It hS Tono through several subsequent changes, thi tendency of which has been to greatly increase its depth and dimensions. Sellar Leishman, UNITED STATES CONSULATE, Commercial Agent. Morrisburg^ September 30, 1889. BUHLINGTON BAY CANAL. REPORT BT COmVL SOBERT&, OF nAMILTON. The only canal within my consular district is a short one about half a mile m length, connectiuff Lake Ontario with T^nHi»„^.. 1 T,^^" * fh^baXS^fh^rif ^ ^''1\^^ sandy beach wh^ch diliS iSe wXs^f the bay from the lake, and this short canal, which has no locks, gives 12 CANALS OP CANADA. Lead of uavigation ou Lake Ontario ' ' ^^'"''ton became the BuTS;:.^^f CtTlfnn^llSs^^S^^^^ --^ ^^^ ^^« ^^-^of das and Hamilton about this tinTiilui"^''"' ""^^^^ »*^»>'« »f Dan- pleted in 1832, the «Hme ymr tSwitn^PH h''"'"^ I" '«^«' »"^^ ««'"■ liDgton Bay enterprise. For vearsT L i^^^^^ "'? «o'"P'«tio» of the Bur- business, but the «ul«Pnn»,.f ; ^^^''•'"'''^'"es Canal did a larire Grand Trunk Railway r^^^^^^^^ Great We^telnll ition of tolls on the Burlington BarCanarJ^^ "'''^«"; '^'»« «»>«■ board of trade as early as 1«40 a^^ !■ ^^"^ «"lvooated by a local that the tolls werrflLlly a%is^« 1 T -'"""^ ^'^^^ «"«^ persistence mpost, productive of TnLailpa^f^^^^^^^ T ^" '''^^^•"^ the purpose of driving shipping away froXe noT' '"'^ '"'"^'"^ ^"'^ thXlti^g Wi^st^rf^^^^ «tr"'^'- !, ^"? '"^^«^>ted for answers to the inquiries s^ul?Ued ?n the drcXr"''^ ^^'^ categorical not reported as fiuinhed until 183^7 S,ce then 5S« . i "^"'"P/Vt^ '* l>y 1825, but it wL se|,ffiu1?4°^Uo"ft'te7r^^^^^^^^^ 138 feet; navigable for ves- Ihe management is under controlof ti . i '?^^ **"'" J'®"" »""""!. United States Consulate, Hamilton, August 7, 1889. Albert Roberts, Consul. THE WELLAND CANAL. Ji^poijr BY oomvL whelak, of fort brie. HISTORY OP CONSTRUCTION. dis'trfct^a "d conne'c^^^^ through the consular owes its origin, in great VarTtnJh/ ?^ ^"^ "^'t^ those of Ontario, William Hamilton mS t,Tho was borT n'S"'t ^"^^ Perseverance of in 1793. Like many S" tLrear v iit^f ^P^? ''^^^^^ ^^^^^^chusetts, " United empire loyalists ?h,«n J seUlers of this section, known as after the ReyolStionaT.rwar *"''' emigrated to Canada shortly otheVtSg^Xledtemiflif^^^^ -anhood, he was, among what is now the dt| of 8t CatC 1\ "T^''' '". *^^ neighborhood of summer seasons led him to in vS^ ^^jcarc.ty of water during the ,., .^. .,,, ^, „„,^j^_, ^^^ two lakes by a canal across CANALS OF CANADA. 18 tho Niagara ponlsnla, by which a fnll aiul never-faillntf supply of water would be obtained, \he obHtructions to Niagara River navication turned ftud overcome, and the cities of Montreal and Quebec made successful rivals of New York and other competinjr Atlantic ports. As in the case ot all great undertakings, there were forebodings of disaster and loss of investment, opposition, and manifold dilViculties, and the pro- ject was apparently abandoned. But Mr. Merritt's tireless euerirv never slumbered, and in 1824 he succeeded in organizing and in haviiii lucorporated the Welland Oanal Company, with a capital of £40,000. Mr. George Keeper was chosen president; Mr. Merritt was made flnau- cial agent, and proceeding to Montreal, New York, and other places succeeded in enlisting capitalists in the undertaking, and in raisintr sofflcieut funds with which to commence work. The first sod was turned on November 30, 1824, but the work pro- ?f;«ofif.?^'^T?^ ^^i^i? difficulty of procuring money as needed. if Jfrfni^ legislature of Ui)per Canada made a grant to the company ot 1J,000 acres of land in the neighborhood of the canal, and empow- ered the government to take stock to the amount of £40,000. The leg- islature of the Lower Province and also the British Government ren- dered some assistance to the company ; and in 1829 the work had so far progressed that two schooners— the Anne and Jane of Toronto, and theK. E. Houghton of Youngstown, N. Y.— passed up the canal to Port Kobmson were there locked into the Welland River, and proceeded bv way of Chippewa to Buffalo. The canal, as originally laid out, was completed in 1833, but, it seems, required further and large expe™ tures for needed improvements and repairs. In 1842 the Canadian government bought of the company all its interest and stock in the canal, and, assuming the sole control and roanagemeut, immediately commenced improvements. The main line of tne old canal was 27^ miles long, with a total rise or lockage of 32(5* feet and a depth of water of 10 teet. It had 26 lift-locks and 1 guard iocK. In 1870 the government found it necessary, in the interest ot commerce, to enlarge the canal throughout. From Port Dalhousie the Lake Ontario entrance, south to Alianburgh, a distance of 119 miles a new channel was dug, connecting with the old line at the latter place so that from Port DaM.ousie to Alianburgh there are now two listinct lines ot canal. From Alianburgh to Port Colborue the old canal was enlarged. ^^ The Welland has one entrance from Lake Ontario serving for both the old and new canals, and two from Lake Erie, one for the main line at Port Oolborne, and one for the feeder at Port Maitland, 18 miles farther up the lake ; it also has an entrance from the Niagara River at Chippewa. The main and enlarged line is that between Port Dalhousie and Port Colborne; it is 26| miles long and 100 feet in width at the bottom, with a depth of water throughout of 14 feet : it has 25 lift locks each 45 feet by 270. The feeder is 21 miles in length, has 2 locks? and a depth o:- 9 feet of water. The new aqueduct at Welland, through Which the waters of the canal are conveyed over the Welland Rivvir is a stupendous work of massive stone masonry. It is about 422 feet' in length, and Its breadth is 120 feet ; its channel is 86 feet wide, the bot- tom being 6 feet below the low- water lino of the river, which passes under the aqueduct through 6 arches, each of 40 feet span. Besides the new aqueduct, the enlargement involved the building of i^Jnli'l^.?!'A?/.^^^^iiy,^^^^^^ 7 culverts to carry the waterl of . «..«ci Mic ciiciii, X ciaverc lor a roadway and the Grand iruuk Railway tunnel, which is 665 feet long, 16 feet wide, and 18 feet 14 OAHAU OP CAHADA. for, 'ied with >ut $4,000 II '■II CANALS OP CANADA. |g Tsar. '£::::::::••• 1H84.... ••• — ■18M.... 1886.... ::: Tonnage of vc««eU. f»n«.llan. P^'ted I BtatM. Sl«, 484 471, 274 480,0'Jl 402, 914 405,360 Ifl-J, 580 370, oaa 30'j, ;i:io 847, 277 888,928 079,040 748, IDA «5I,351 IfH), 101 824, UU Tont. 008, 9ai« 827, 196 WO, 120 830,961 814,478 ^'"*'"'ff">/Propert!, passed through the JVelland r,,.. , . ■ " Tear. Property I I>ro|.erty / ,„ 1885 ifS?:::::::-"-'- '**" Tons. 332,364 314, »3fl 202, 978 273,484 Toni. 494, 497 SOD, 842 801, 9U 653,810 820,961 »U, 478 824, IMS 827, 300 Amomt of tolls collected on the Wetland Canal for a mriod .f ^ ~~~ ~ «-»»a«/or apenod of six years commencing 1882. Tear. Tear. 1882 1883 1884 Tolls colleoted. $108, 040 184,077 176, 106 1887 .■;.■.■.": \2 ■ J™2 Tolls, colleoted. ♦161, 600 173, 984 157, 212 United States Consulate, I'ort Urie, September 28, 1889. James Whelan, Consul. WELLAKD, RIDBAU, AND ST. LAWRENCE CANA18 i«"l^UTf\re"^i?i?C,*»re,lr'" ^-'o-onns to secure .nor* ami Lower St. Lawrellce C)f„a,°* TierZ.!"^ '^*, "'<'"'""'■ kI."™ a-ect .aueaod traosportatiou iu a^oT.era&^te'atC^^ro'r'^ EIDEAU OANAL. WsX^o!?Sa?a":lr™a".'o'{^'^"„«T™'"»' ^-^ -^'^ m the Lower to Upper Oanida "S ?L S? f "."''""^ '°L""«'y saPPUes from Its use i. now very valuable to tJecoanrvlKr^,,'''',™'''''? WockadeS^ 16 CANALS OF CANADA. WBLLAND AND ST. LAWRENCE CANALS. larked r{L'e\>^?elnt\fz:"nT^^^^^ ^" '''' --^ «- mo tons, open a comple e wa e™ fh?^"''^ ^^ ^T ^*^««^1« «f vest to tbe ocean. fS 6 m^uthgT Si v.^ gram-producing north, railroads north and south oHtori^n .?,'/? *^'' ""^ ^' '^»'« ^^^^ the now passing will doubMess exceXl «nv '^««^?«™P«tition. The season graii passing out to the o' ean'by thS foufe "'' ''^' '" *'" ""'"'^"* ^^' , u»r»«(; a aeries of eighteen years, ended December 31, 1888. 1889*. TOTU. ,o7„ - 44,110 ira::: ??•«'« 1874 i!"!""' 1875 1878 1877 1878 1879 ■ 1880 ■ 1881 1882 ■ 1883 ■ 1884 ;; \f^ ••] n\Wi ?||5 19,418 \fl 23,940 "*" 16,973 30, 660 24,017 13, 930 15,735 13,688 8,854 10, 688 12,467 9,655 12, 205 13,256 13, 826 Tons. 310, 090 231, 050 345, 720 400, 157 248, 555 194, 559 248, S94 188, 106 271,, 545 240,601 121, 393 205, 870 146, 7tl 135, 804 114,090 146, 151 210, 755 150, 833 Tong. 119,541 254, 534 180, 042 18), 1^8 103, 477 144,501 169, 185 185,931 144, 276 162, 891 103, 075 64 797 182, 143 118,811 117,536 218, 807 114,9,'!8 1 194,886 Tons. 3,920 2,693 2, 613 377 813 1, IIU 10, 216 1,217 803 252 537 975 279 61 7,504 1,188 5, 953 3, 38S 24, 490 2,810 3,088 1,196 477 Tong. 080 64 3 500 1,454 2,405 1,711 555 731 10, 746 1,116 4,891 12, 050 26, 629 6 1, 954 518 477 811 To,it. 1,541 2,300 3, 557 3,301 4, ;)04 2,949 1. 833 2,100 2, 387 1,418 1,371 225 10, 971 9,018 1,028 14, 571 12, 149 13, 358 long. 479, 882 524, 899 663,813 620, 938 374, 962 384,807 448, 931 889, 296 4.30, 795 417, 863 235, 752 275, 594 355, 336 288, 752 248,310 403,928 375,543 404, 045 *i!"iscal. CANAL VS. RAILWAY TRANSPORTATION. CANAL CONTROL. route from the lake to the ocean ^^ *^^ ^''t'^*' ^^^er CANAL TOLLS. thJtoCaS'.'wI.fcn Sk^tt K"" «™=""'™'™ » ™c-Pt for the money returned to th^ "L ^i Government and 00 per cent, of furn«to7tte the V«ln "Pon w H"r?hf f ^^^^ throngn the St. LawrS S!Z a'Xo' t*? the cZtrT" If 1 ""'''^ leaves the wat(>r route for "onsnmnH^n L I ^^""'^^.^•. If the gram loses the advantage of the return of the ^x!"'''''''''''''^''' '^' ^««««^ ■iiMitfwfc^ 'X Total. Tons. 479, 882 524, 809 663,813 620, 938 374, 962 384,807 448, 931 880, 296 430, 795 417, ^:53 235, 752 275, 594 355, 335 288, 752 248,310 403,928 375,543 404, 04S CANALS OF CANADA. CANAL RECEIPTS 0;d EXPENSES. 17 ^"^^^2^^^ f er deductin, pay the ruiiuiug expenses ' thought, will but little more than rated and sustained euSf ^^t Sfifol thel^u^bS'^^ '« ^^^^^ M. 11. TWITCHELL, United States Consulate, Consul. Kingston, November 14^ 1889. THE CANAL SYSTEM OP CANADA.* th??u'gh^t^ZThri?!So'"ori^. ""'T ^''^'^^«' -^««e waters flow from l^ndduLac at heSdof j;^^^^^^ waterway extending Isle, .distance ol 2,3^ miles A on'i i?.^.'^^ *^^ «^r^'t« of Bellf u abundant water powe^ and in Us nnm™?^'^"T*«"*^i«tance8 and commodious harbors numerous bays and inlets are safe ^^J&Z^ ^^-^ -f i^i". to the volume of Eicheheu Elvers, the former brSn^i? N f t'^^^' are the Ottawa and ;«!!!^.^r_^"-^«^ forests o/onS:fnl\r^ I the white mana;pe;;;rorthnVest:;nH'^^^^^^ tribeslo,;^ before bosoms the first explorers and ZVlZ^^TJ^fT- ^P°" ^^«'^ ^ro^'-l i -o^eh.;rtofthls^orthernSSf^fK^^^ ^ country. Supplies were brought u^ipsrV'^" ^"^^ ^''^^ t^« ^'orae ; ^^««*^'« to Quebec and Montreal ami iLl ?t- ^awreuce in seagoing .: I settlements throughout the country '' ^'«tributed to the scattered < : r^^^^o:^^:^:^^ 1-^^^ -d later, batteaux umber rafts from the U per Otuiwa and tWT ^^J''" "^^^"^«^«' ^"d i Ottawa and the St. Lawrence to Mo n ft?. i t1 "'*'i^'- *'*^***^'* ^owu the ;yhon their cargoes were eSin« «"«"'«'•" extremity of the Island of Montreal there are several impassable rapids. Ibe Ricbelieu, which is, as I have said the outlet of LakeChamplain navi^ltron^ obstructed at various poiuts as to be unavailabie T^ M.t wh*^.*of T^""""! ''T'^^ ''".^^'*' ^^' Lawrence, Ottawa, and Riche- lieu, with a statenieut showing their length and that of the navigable reaches between them, will be found in Appendices A, B, and o! ^ The canal system of Canada, both in its entirety and its separate parts, has been established to overcome these obstructions, and!b^/aS ficial channels at various points, to render freely navigable the natural routes ot transportation. By means of it the whole St. Lawrence "vs tem, trom Lake Erie to the sea, has been made passable by a connect Sf^r'^^'^.f T^'f'- ^o'^'Prisiug 71^ nnles of artificial navigation, the least depth of which is 9 feet; a line of communication Established between the St Lawrence at Montreal and Lake Ontario at Kingstou by way of the Ottawa and the Eideau Eiver, and a passage oSed from the St. Lawrence to Lake Champlain and the United Stftes.^ Xhe history of the efforts put forth to accomplish results so creditable to the enterprise and liberality of the people of Canada is an interesdng and instructive one, and this report will consist of a resume of its salient points, with such statistical information as may pertain to it and a statement of the present condition and future prospfcts of the System For convenience, and because of their relations to each other, the canals thus constructed are grouped in official reports, and by those who have written upon them, under five heads, viz : (1) The St. Lawrence Navigation. (2) The Eichelieu and Lake Champlain. (3) The Montreal and Kingston. (4) The Upper Ottawa. (5) The River Trent. • While I shall not follow these divisions, but rather the chronological order m treating of the subject, I shall have occasion to refer to tliem arTkepUn mS' ""'" ^'^ ^" understanding what I say ?f they THE ST. LAWRENCE NAVIGATION. Before the commencement of the present century, and durin- the pemd of French ascendency, locks, or more properl^small 31 with ^cks, had been constructed by the French at the Faucille, the Troudu Mouhn, Split Rock, and Coteau du Lac to overcome the Cascades, Cedar and Coteau Rapids between Lakes St. Louis and St. Francirs on the St. Lawrence River. These canals were from 6 to 7 feet ^ie had a depth of 2J feet on the miter sills of the locks, which were b^U of stone ?o loraTreteoir.'" ""'''' '"^ '"'''"" '"^"'^^ ^^ '^''^'^^ ^--"^ fh^sin/f !?f ^'' a Channel with 2^ feet of water was obtained around he St Piert Sv..''' ^''"'"n^ ?^^'^' ^>^ ^'"'"^^^'^^ obstruotions from ;i if!, x®^' ^ ^'""'^" ^^^*^^^ running across the marsh now From about the samo date until the construction of what is now \IZV.' ^Y ^''"'^t"' ^^11"^''' ^^^^^^'^"'^ ''^'^ ^1>1« to ascend the Long of w noh\ '^'' 'ni^'^yf'' '^^- 1'^'-^"»"-«. '-'y »^oans of two small locks, onS ot which was situated nei.r the village of Moulinette, and was cou- fw <• tjif CANALS OF CANADA. 19 t <• structed and maintained by Adam Dixon, a merchant of that village. But after the conquest of Canada by the British, and its division into the Upper and Lower Provin^ies, the country above Montreal became more thickly settled, and as tlie laud was brought under cultivation and the crops more than met the wants of the inhabitants the question ot the best method of securiuj? for their surplus i)ro(lucts cheap and expeditious transportation to tide water, and thereby stimulating immi- gration and 8ettlem(Mit became a very important one. Both tlie upward and downward trade was very much embarrassed by the difficulties and delays of the passage. In coming down the boats could, It IS true, carry full loads, and the loss of time and danger at the 'rapids, while sufficiently great to be a serious incumbrance to com- ^merce, were inconsiderable when couii)ared with what was experienced on the iipward trip. Ascending freight had to be hauled from Montreal to Lachine and then loaded on boats, which could not carry above 8 tons, and generally started in companies and kept close together that the crews might heli) one another in pushinu' up against the swift cur- r rent. At the foot of some of the rapids the whole cargo had to be un- shipped and carted to the next navigable reach, while at others the same course had to be pursued with a greater or less part of the freight that the boats might be sufficiently lightened to enter the small locks which attorded the only means of passing the obstructions. The average time between Lachine and Kingston on the upward trip was 12 days, and the actual expenses of a Durham boat, with an aver- age cargo of 8 tons, was about $26.50 per ton. The time occupied in coming down was, of course, much less, not usu- ally exceeding 4 days, and the expense proportionally smaller. The vexatious delays, and the additional expenses of the many portages and the frequent transshipments from boat to cart and from cart back to boat were discouragements to trade too grave to be longer submitted to by the enterprising and energetic men who were transforming the wilderness of Upper Canada into fruitful farms and lining its available streams with saw and grist mills. In 1804 the government of Lower Canada completed a .S-foot channel through the Lachine Bapids, close to the north shore, by which boats could be dragged or poled from Montreal to Lachine. At about the same time the Imperial Government, primarily for mili- tary purposes, enlarged, reconstructed, and put into more advantageous positions the old French locks at Split Rock and Coteau du LacN and built a new canal nearly half a mile in length, with three locks, around the cascades, instead of the old locks at the Faucille and the Trou du Moulin. In 1805 and 1800 Lower Canada appropriated $8,000 for the improvement of navigation on the St. Lawrence, and some work was done at various i)oints, mainly in dredging. During the war of 1812 the construction of a canal to connect Mon- treal with Kingston, at the foot of Lake Ontario, by wav of the Ottawa Kiver, was agitated as a military measure, and various plans and routes were proposed. The Imperial Government urged upon the provincial authorities the desirability of prosecuting the work and offered to aid them by an ap- propriation of £70,000 ; but the return of peace took away the immediate necessity for military works, and the people were unwilling to assume the burden of constructing this <;aual. The public men of Canada, and those interested in the commerce of the Diovince. felt that 5li« Sf, Law- rence route was destined to be the most important contributor to the commercial prosiierity of the country, and that any money that could 20 CANALS OP CANADA. i-w be spared from its slender resources for internal improvements could be most profitably spent on the St. Lawrence between tide water and Kingston. In 1815 the legislature of Lower Canada passed a bill granting the promoters of a scheme to build a canal around the Lachine liapids a sum of money in aid of its construction, and in 1818 a joint commission, constituted by the governments of Lower and Upper Canada, and rep- resenting each, made a very instructive report in which they recom- mended that canals should be built at the Lachine Ilapids and between Lake St. Francis and Lake St. Louis, and at the rapids above Lake St. Francis. In 1819 the above mentioned bill was rei)ealed and another was passed, incorporating a joint stock company for the same purpose, with a capital of $600,000 ; and in the same year another company with a smaller cap- ital was chartered to construct what is now known as the Chambly Canal around the Chambly Kapids in the Richelieu liiver. In 1817 the locks between Lakes St. Louisand St. Francis were enlarged by the Eoyal Statr Corps from G to 12 feet in breadth, and the depth of water on sills was increased from 2 J to 3i feet, so as to admit bateaux and Durham boats capable of carrying 100 barrels of flour. The amount expended on these works can not be ascertained, as all record thereof was destroyed by fire. THE LACHINE CANAL. The joint stock company, whose incorporation in 1819 for the con- struction of the Lachine Canal was noted, caused extensive surveys and estimates to be made, but was obliged for want of money to petition the government of Lower Canada to assume the further prosecution of the undertaking. In 1821 the act incorporating the company was repealed, and the government was empowered by provincial statute (George IV, chapter 6) to construct the Lachine and Montreal Canal as a provincial work. The design which had been recommended by the company's engineers was adopted by the government; commissioners were ap- pointed to carry on the work in accordance therewith ; ground was broken on the 17th July, 1821, and the canal was completed and opened for trafiBc in 1825. The canal, as then built, extended along the north side of the river from the outskirts of Montreal tc the village of Lachine. It was 8 miles and 718 yards in length, 28 feet in breadth at the bottom ; at the water surface, 48 feet in earth and 30 feet in rock, and had 5 feet depth of water. There were seven locks, built substantially of stone, 100 feet long and 20 feet wide, and of a depth sufficient for vessels drawing 4* feet of water. ^ The excavations were principally through earth, with a cutting about 1 mile in length at the Lachine end through a limestone formation. The total cost was $488,404.15, all of which but $40,000, contrib- uted by the Imperial Government to secure free passage of military stores, etc., was paid by the government of Lower Canada. Of the amount paid by the province a small part was probably derived from tolls, as the loans authorized by the various acts amounted onlv to $388,000. ^ OTTAWA CANALS. In 1810 the Imperial Government began tlie eonstruetiou of a series ot three short canals designed to overcome the Long Sault and other 'f Pm CANALS OF CANADA. 21 4 rapula on the Ottawa River above St. Anne's. Tliev were all on the noitli side of the river, and, like the liideau Canal hereafter referred to, were bn lit by the royal staff eorps, and were intended to form a part of the inland system of comnmnieation between the lakes and Montreal which the Imperial Government had determined to establish tor military purposes, and which the construction of the Eideau Canal would complete. GRENVILLE CANAL. The Upper or Grenville Canal overcomes the Lon^ Sanlt Rapids, and was the first of the three built. The original plan contemplated locks corresponding in size to those on the old Lachine Canal. Three were commenced and completed upon this scale, but the other four were Can l"^°" enlarged scale adopted in the mean time for the Rideau The channel was excavated partly through solid rock and partly through dirt. It was 6f miles long, from 20 to 30 feet wide on the bot- ?™\^^.*So 5 ^?.^^ ^®®* ^* ^^® surface. There were seven locks, four oi Jini/^f,^'^"^ ^"'^ ^2 ^^'^^ wide, and three, at the upper end, about 107 feet long and 19 feet wide, with a depth of 6 feet of water on tue siJls. The capacity of the Ottawa route from Montreal to Kingston as oriei- nally established was limited by the dimensions of these three locks which could only admit vessels of about 95 feet in length by 18A feet m breadth. -' j CHUTE 1 BLONDEAU CANAL. The Middle or Chute k Blondeau Cannl, overcoming the rapids of the same name, was commenced somewhat later than the Grenville Canal and completed in 1832. It was cut through solid rock, was one-eighth of a '"lie in length, and 30 feet wide at top and bottom. There was one lock 130| feet long, 32| wide at the upper end and 36^ feet wide at the lower end, with 6 feet of water on the sills. CARILLON CANAL. The Lower or Carillon Canal overcomes the Carillon Rapids, and was commenced at about the same time as and completed a vear later than the Chute a Blondeau Canal. To avoid expensive excavations a summit level was made and water supplied to the canal from a neighboring tributary of the Ottawa through a feeder .62 mile long. This canal wai 2i miles long, 30 feet broad on the bottom, and 50 feet at the water surface. The locks were three in number, two of them rising and one falling; one of the lift locks was 128 feet long and 32* feet wide, and the other and the guard lock were 120^ feet long and 32* feet vvide; all three had 6 feet of water on the sills. The original cost^of this series of canals can not be even approximately ascertained, as all papers relating to their construction were burned in Montreal In 1852. RIDEAU CANAL. In further pursuance of the scheme in accordance with which the fore- going works had been commenced, the Imperial Government began in oepcemoer, IbiiO, the construction of a canal from the city of Ottawa then the inconsiderable village of By town, at the head of navigation ou »&^« 22 CANALS OF CANADA. tlio Ottawa Kivor, to Kingston, at tlio lower end of Lake Ontario aiim work, now known as the Kidcau (.'anal, consisted in the eonversion of the Eideau and Cataraqui Rivers, two obstructed and rapid streams, into one continuous, navigable channel. The headwaters of the two ny^ers were separated by aporta^je of a little more than a mile in width. The Kideau, following a tortuous course of 86 miles, and flowing with a comparatively slow and easy current through a gradually deepening' channel, finally discharges itself by an abrupt and almost perpendicu* Jar fall of 45 feet into the Ottawa Kiver near the city of Ottawa. The Cataraqui winds its devious way in the oi)posite direction for a distance of 45 miles, and empties into Lake Ontario at Kingston. The method of construction adopted was the conversion of a ravine, which ran into the Kideau about 2 miles above its mouth, into a canal, with eight locks, and so overcoming the Rideau falls; raising the waters of the Kideau and Cataraqui for the remaining distance by a series of high dams, and supplementing them by short canals at various points where the obstructions were too large to be overcome by the slack water. After various modifications, during the progress of operations, in some of the details of the plan, the work was finally completed and opened for traffic in September, 1832. The whole route was 126A miles long, but only 16^ of it was canal proper. The breadth of the canal was at bottom 60 feet in earth and 54 feet in rock, and at the surface 80 feet m earth, and the navigable depth of the whole work was U feet. There were 47 locks— 33 being ascending and 14 dtscending, going from Ottawa to Kingston— 134 feet long and 33 feet wide, with 5 feet of water on the sills, and a total lockage of 446J feet, 282^ rise and 164 fall. There were 24 dams, 11 of which w6re of cut stone, and the remainder of wood and clay. The stone dams were from 5 to 60 feet in height, and those of wood and clay from 6 to 45 feet. The works were constructed in the most thorough and substantial manner, under the direction of Colonel By of the Koyal Engineers. The total cost of the undertaking, including the land exproi)riated, was $3,911,701.47, which was borne by the Imperial Government. This canal, with the three canals on the Ottawa, before described and the lock afterwards built at St. Anne's, formed the Montreal and Kingston route, and furnished a continuous inland water way between the two places. They were built, as has been stated before, primarily for military purposes to secure communication between the Lower St. Lawrence and Lake Ontario, by a line farther back from the boundary between Canada and the United States, and less exposed in case of war than the St. Lawrence route. They were originally called and are still named in official pa})ers " The Ordnance Canals." The war office of the Imperial Government retained control of them, and bore the expense of their maintenance until the year 1857, when after much negotiation, they were transferred to the board of public works of United Canada. m HA ElVER TAY NAVIGATION. The river Tay falls into the Rideau at the foot of Lower Rideau Lake. About 8 miles from its mouth is the flourishing town of Perth. In 1831, a company was incorporated to improve the navigation of this river. The works were immediately commenced and were finished in 1834. They consisted of five locks with dams and slides. Four of the locks were of stone and the other was of wood. They were 101 feet long and 20 feet wide, Lad a depth of 4 feet on the sills and a lockage of 28 feet. CANALS OF CANADA. 23 m ilA The total length of the channel was 8A miles. The cost of these im- provements was $17,764.05, of which $7,764.05 was loaned by the gov- ernment of Ui)per Canada and never repaid. The works have long since fallen into decay and disuse. Very lately a survey has been made, having in view the construction of a short canal to connect the town of Perth with the Rideau Canal, and so secure for the town communication with the various canal systems. OTTAWA RIVER NAVIGATION. The Ottawa River, at its junction with the St. Lawrence, is divided into four distinct channels. Two of them pass back of the island of Montreal and divided by the He Jesus, discharge into the St. Lawrence below the city of Montreal. The other two, and the only ones used for navigation, flow on each side of an island known as He Perrott, which lies between the mainland and the upper end of the island of Montreal and empty into the expansion of the St. Lawrence called Lake St. Louis, a few miles above the Lachine Rapids. Vdudreuil lock,— In these latter two channels are the first obstruc- tions to navigation on the Ottawa. The upper of them, although af- fording a more cinuiitous route, was in its natural state passable at all stages of water for boats of moderate size, and to make it still more available, a lock large enough to pass a steamer of twenty horse power was built between the village of Vaudreuil on the mainland and He Perrott as early as 1816. This lock was reconstructed in 1832-'33, on the same scale as the locks of the Grenville Canal, and was maintained as a private work until the completion of the lock at St. Anne's, in th 3 lower channel, when it was abandoned. St. Anne's lock.— The lower channel, which is much the more direct, 18 obstructed Just opposite the village of St. Anne's at the head of the island of Montreal, by a succession of short rapids. The necessity of overcoming these, ,nd relieving trade from the exactions of the owners of the private lock at Vaudreuil, was early felt, and soon after the completion of the Ottawa River and Rideau Canals, urgent representa- tions were made to the Government that the benefits of this system was being partially lost, and a monopoly of the traffic secured to this private company who owned the lock at Vaudreuil by the want of a lock at St. Anne's. Nothing decisive was done until 1840, when the work of constructing a lock at this point was begun by the government of Lower Canad^ and after the uniou was carried to completion by the Government of the United Provinces. It was opened for use on the 26th of June 1843. The canal was one-eighth mile long and the lock 190 feet long by 45 wide, with 7 feet on the sills in the ordinary state of the rlVer and 6 feet at low water, and had a wing dam and capacity fo- large steamers. It cost $134,456.51, of which $19,860.02 was paid by the government of Lower Canada, and the remainder by the United Prov- inces. CHAMBLY CANAL. The Richelieu or Sorel River is the channel by which the waters of LakeChampIain tlow into the St. Lawrence. Its mouth is near Sorel 46 miles below Montreal. It was navigable at all times a distance of 14 miles from Sorel to St. Ours, at the foot of the Chambly rapids, ii!,^^!^^ ..^p.r,,, ^.^trri-vi XixjUi >jt. xjiim lo oi. Juuu.s, anu were impassable both because of the shallowness of the water and the strength andra- fl 24 CANALS OF CANADA. pidity of tlio ctirronfc. Tlio ooinpaiiy, whinh was chaifonwl in isi7 f^ • »»s appolZl to't, Vo d , g„ o^ "be Tork i.;r,£'f-V ""«"'""'>'"">' wore prooeeilcl wiili ' """ ""* "Pessary surveys iiiK the reaiilt l,oi,o,l for, it w™ I Uv a,.tV, S^T^^^ • "M"" ''™'""'- til after the union in IKii h,^? ti i.-L ' f "®' '^"*^ '^ ^'^» "'^♦^ "»■ tu.,. wL tie,, ..,.n^.i":;i;^-;t ^^;a';s:-rg-, -f«sit tion. ' "'^^ ^'"^® ^<^6n maintained in this condi- feet at tha snrfu.« Tii,.! ^' '^^ **^^*^ ^^'^® »^ <^^e bottom and GO feet wide and h/a liff h. i • f^ V^^^^ 'o^k was 122 feet long and 23i feet wde^HlS fee' onfald^^^^^^^ '^.T V^' ^^et lon| ami 23| sills was 7 feet? ^ ^""-^ '^''^^- "^^^ '^'^P^'* «^ ^^ter on thi .n.;^?ofTJw:? cTnSaTliUrVw^^^^ ™ T^' ^^*^« «overn- Government of tC U ited Pmvinces Sut'i55lJ5'?'-t' ""^ '^' peuded on the dam, and $634,711.96 oS the canal. ^^"'^'^^^'^^ ''^' ^^^ WELL AND CANAL. two lakes can not bo s S\v 'fh nnv J ^l'^*^^'«»«« " ^he levels of the cause the va i tions in tl i p l;/^' f '^^^"^'^' ^'^*^'' ^ identical. It ifhoweie. 4 neSv . '"""^f' "' "^^ '^^^ ^^'^^^ ^''^ "«' --, _i,..«,e., ah nearly as can be ascertained 326| feet. CANALS OF CANADA. 25 is «iKT,,rHM,'r.,?f''''-'"''' "''■"'■ " """»»« ''"- "-'". «"'l ita au-rent 8oatb«»terly ami empties into Lake bS ^ KiverHows tl.e'^mo.KT.;!,' G;r,f St-ef'^' ""^""^ »'■ '"""> «™' i» «t"at«. at taimsi, a ii„7o™si„,{ii„t'it;'™Strori,o^ .'■■"'' ''^?" '""^ • of eaiial and railivav tlip ,. i , , t , i, . fi ' • "? ''^ * combination but tins plan v « "oo, lai^nlS , /, V^f r"'r.™''':<^'y,™»" '="I"«=ity i communication liZil X w] lie , r,K ",^ rtc einnned to sccnro water larsc to adn.it sclmoncrs ^1 si „^s '""' """ •""'" » «""" ^uiHciently unsuitableness for luMivilv l«vw pscriptions to stock, and wis\tStT;;xtS trat'S'r.'^'^ "r??^r^ ^^-^--^ ^bat it the aatunu, of tS yet w fst at tln^r ^'^ ^f.^'* ^"*? ^^« «^°'^» ^y tt^crpan^; sr^eiiSSS^^ tain their water sinnlvW] ft '^ ^'^^,*^*''' '^"*^ determined to ob- diminished IsASf^-'v/ i depth of cutting was at the sam^ tim« nisned lo^ teet, and the danger of a recurrence of the accident be" i 26 CANALS OF CANADA. fore referred to very much lessened. Work was agaiti beffun and pros- ecuted with so imiob vi^or that on November 30, 1821), two schooners ascended the csanal from Lake Ontario to tlie Welland kiver. Ill a report of the oi)eration8 of the cornpauy published about this time the route as then established is thus described: Vessols (IrawiiiR Jj feet of wator and not, having more than 21^ feet breadth of beam will 8uil «lo\vu the river Niagara until tlicy approach about one-fourth of a mile from the month of the Wellaud River. Th.-re they will enter a canal 15 chains in lenirth which has been cut acnm a i><)int of land into tiie Welland Kiver, np which they will pass a distance of 'Ji mileH. 'J'hey will then ascend two locks into the deep out and pass through it, a distance of Iti^ miles more, into Lake Ontario. The feeder was 20 feet broad at bottom, 40 feet at water surface, and feet deep. The success of the scheme led the Government in 1831 to grant the company a loan of $200,000 to assist in carrying out a pr( ct for an extension of the main line over the Wellaud River to Port Uol- borne by enlarging the feeder for about 5 miles so as to make it a navi- gable channel, and excavating a new canal for the remaining distance between the main line as originally completed and Lake Erie. This work was flnished in 1833 and the line thus constructed occupied nearly the same site as the enlarged line of 1841 and the old line of the present day, having the same termini on the two lakes. It was 27* miles long and the -breadth at the bottom was 24 feet. There were 40 locks, built of wood, all 110 feet long by 22 feet wide, except the first three ascending locks from Port Dalhousie, which were 130 by 32 feet, and one at Port (Jolborne, from the canal into Lake Erie, which was 125 by 24 feet. At the solicitation of the company an act was passed in 1839 author- izing the purchase by the province of the rights of the private stock- holders, and shortly after the union, in 1841, the purchase was made and the line was transferred to the new board of works of Canada. Up to this time it Lad cost the province of Upper Canada, in loans, which were never paid, in advances, and in the purchase of stock, $1,751,427.77, and in addition $100,000 had been contributed to its con- struction in the pnnrhase of the company's stock by the government of Lower Canada, and $222,;i20 in loans by the Imperial Government, mak- ing the total cost $2,073,047.77. BURLINGTON BAY CANAL. A low, sandy beach originally separated Burlington Bay, on which the city of Hamilton is situated, from Lake Ontario. The construction of a canal to connect these two bodies of water and enable vessels to reach Hamilton and the Desjardius Canal, a work belonging to a private company, and leading to the town of Dundas, was authorized by an act passed by the legislature of Upper Canada on the 19th March, 1823. Work was commenced under local commissioners in 1825, and the canal was opened for the passage of vessels in 1830, and completed in 1832. From 1832 to 1841 the work was gradually extended and the channel deepened. The canal was half a mile long, from 108 to 138 feet wide, and 10 leet deep, and was simply an artificial channel between two lines of wooden piles, backed witli stone. The amount expended upon this woik up to the time of the union, in 1841, was $124,300.08. ' ^1 t CANALS OF CANADA. 27 ffl € DESJAKDINa UANAL. Tlio DcHJiudiiis OuiiJil above rcferml to tines not pioix'ily Ix-loiiji to the cautvl s.VHtoms of (Jiuiada, hut a brief rerenuico to it iii this place may be of luteiest. Jt mm built by a private coinpanv iiicorpomted in January, 1826, by the lofji.slaturo of Upper (Jaiuuhi, and was opened for vessels drawing 7A feet of water in August, ISW, It exten«led from a point at the head of Burlington Bay, 2 miles north of Hamilton, to the town ot Dundas, and was, including natural and artificial navigation S^o^ww!' ''^ ^^*\^ ""'^^ '" It^nfith. It (!ost $' "'t''i"s<>n<'int coniniissions and in other provinus seemed hkely to be consummated, Lord Durham tinMi i.nv ernor-Kenera , in preparation for the evei.t, cc.nnnissione LieXa^^^^^^ iJl ■ }■ "'*^ inland water commumcat on of tho Canadas " Ili^ examination seems to have been a very minute and Lareftil o e and l,^^ tXT.'lu-'?..??''''"''*'^; j^.f«r'''-» "t'H^ basis ol the ac on S^^ taken by the Government of Canada in relation to the imnrovemeit of their ^^'ater^vays. He advocated the a.loption of a nil E svSn of nav.jration improvements, and ur«ed that they sho i Id ^i o'i i s<^?i commensurate with what he believed was to be tl e d re trtle if Canada. He recomnicnde.l that the locks thnMifjlo^utXrwhoio Lawrence system should be made of the same d mens s T tl.^« adop ed for the Cornwall Canal, which was theruiX c^t rLfto w^^^^ with locks 200 feet in length by 55 feet in brea, th w th ^fS wS g'owt^lake cominer'"^ ''^'""'' ""^^^"^^'^ '' ^^« "«««««*^'«« «f '^^ WORKS CONSTRUCTED UP TO 184L fl«^i®*f *^'"f"^***. *^'^ ^'^'"^ "' the narrative of what works liad been finished and what were in progress at the date of the unio n v be m aid to a proper nnderstandins" of what was still necessar t be do m in order to perfect the various lines and brine, them tTSe eaf^^ oTwlls'^SlSa^''*"^^^"' -^' - - «^^^^» «-^ adopted b^fhVird There had been constructed : First. On the St. Lawrence route- St! Loui'^ ^''''^'"' ^''"'''' *° "^^^■^^'"e- tbo Lacbiue Itapids or Sault S.r*^ Welland Canal, to connect Lakes Ontario and Erie w <■ TO . CANALS OF CANADA. 29 n3 Vn ^"'"""ff*"" ""y <''»'«••', wlii.'li WU8 nitlier Hub^ldiary to tlia.i a part of th« Ht. riiiwrciice routv. (4) The DesjunliiiN Cum.l, wl.ich wasowiuMl by u private corno.at ion sr^. "i "i"' / '^M '•";" 'T'"' I''/: <>'>v'*'nnne„t, anil was a lo.'tl XTr! Second, (hi the Montreal ami Kinjj.stoii route • abolVs'r AnS." ""'^ ^'^^''^'''^ <''^"'^'''' "''"»"«• the rapids of Ottawa, !S) m!'*^ Ivideau (Janal, between Ottawa and Kiuffston. a) The Iliver Tay Canal. " There was also, aw a part of and necessary to this Hv.stem until thw u? vlSSif ''" '"'"'' ^'^""^'«' ^^'" I*"^'"^<^ '-'^' before described! Tliere were in process of construction : SaurKapki;.^''''''''"'''' ''*"''' * The Cornwall Canal, to avoid the Long On the Ottawa : The St. Anne's lock, which was intended to super- treal ..wi^r"'".^^"' ""l ^'"•*"'""'' ""^^ *^*^"'l"«t« the works of t^ioZ. treai ana Kin{,'ston system. And on the Kichdieu : The St. Ours lock, which with the Chambly S?V«'"^?^p'^?','^''"^.^''''' •'<>""'HM.ced, was intended to overcome the Chambly Rai)uls ami remove all obstruction to navigation between the St. Lawrence and Lake Chnmplain. "«twcen In addition there were two or three works at various points on thw Kiver Trent which were of local importance only ^ ^ There had been expended, or advanced ui)ou loans which had never been repaid, for the construction of these various works as foUows? By tlio government of Lower Civimda : Ou the Lachino Cniml a„„^ .^, ,, On the Chambly Cinml P'J«,404. 15 On thoSt.Aniu>Hlock.... ;J2-^,4.JI.58 On the weiiundcan.1. ...::::;::::::::::::::::::::;:::;::;;:;;;; ^jj-^og Total : a40,705.75 By tlio government of Upper Canada: . ~ On the WcUaml Canal , ,,, . .„ _ 0;i the Cornwall Canal .... ,'!^i*r '^'^^ Ou the Burlington Hay Canal .. loVo- ^^ On the Desjardina Canal... lJ4,3i)6.0H On the KivorTay Canal 08,000.00 On the Kiver Trent Canal..! 5,6:10.35 V 9ii,44<>.3U Total — 3,490,401.90 By the imperial government : - On the Rideau Canal o n,^ ^«. . On the Lachine Canal 3,911,701.47 On the Welland Canal..!.". J5^^^-^ 2-22,2a0.00 Total 4,173,921.47 Total by governments T T;.,, ^.,., , = By private corporations : o, oUo, u.^y. 12 On the Desjardins Canal on ^o. /^ On the River Tay Canal !!!•!!!!!!!!!!!! in nnn'nn Grand total ~~ 8.545,713.12 In addition to this amount there was what the war department of the imperial government had spent on the locks between Lakes St Louis and St. Francis, on the St. Lawrence, and on the Ott^w. r\:n;,, "? rccoru 01 wiiich has been lost. " ' * 30 CANALS OP CANADA. Lawrence, and the Lacliine Pan i? .*^? "PP^^ ^akea with tbe Sf the Ottaw^* «A'«teuKS hi oco nrS '^a rSm^ *^^ «^- Lawrence and several stretches between the two tiT ' ^'de-water, there were still qnately provided thr TIu>1p Z *i '*'^' '''^''^ '^"<' at all, or very iimdfl and St. i>ancis and\he STo^. /'^'1''^'' ^^^^'^^^ Lakes St. louS and Prescott. ' '*^'^'^'' "** '''P>^'« ^^^tween Dickinson's Lamlin^ bJit hr;^eS:Cl^S^^X---tbes,nall locks originally ro.val staff, and the canals b^Kv if '''''^''*' '''"'^ improved by the "1 1S^2, across the po'ni a? C lar V |Lf 1,^!;''^"* "^'^'"^^^ ^^"a^'t These weretotally inadeonatetn t Jli ^^ **"*^ ^''^ P«'"t J"st above it litt e practical usl AtlhJ^ ?ef th^rrwe^e '^n^ ''^'"'^ ^"^ ^^^^ of Uj)on the union all the works 001,1.1!?^^ 1^ ''"Pavements at all. ferred to the board of public works ^'^'*'^ ''''^ '" P'^«^'««« ^ere trans: n«o( ihcations, was adopted. ' '^ *^® ^^^^^'^ itself, with some sni^i^^ns^S'Sn^^-^^^^^ the "^'-s.itiesof [he W ^"utVhiS^Rr ^''f ^^^ ^0 feet one lock 200 feet long and 45 feet wide wftl Q fif '^- '"'^""«- ^^ ^'^d and overcoming a rise of 4 feet! ' *^^^ ^^ '''^**^^ »» the sill, RAPIDE FLAT CANAL. ^iTr^^^Jle'tu^^'^^lfV'''''''^'''''^ <""■«> series, the R„pi.,e aa 1826, work wa'/not cimTe ,SSn 'TZ'^"'] ^r" "«<"> """Sr^ locks, 200 feet long'and 45 feet wideiri*^^^^^^^^^^ There were two and overcoming a ?ise of 1 4 feet!' ^* ""^ '''''*'''' *'" ^'^^ s'Hs, 32 CANALS OF CANADA. i GALOPS CAXAL. l^ulnf r ''^; fr^^l long, \vitl. one lock, 200 leet loiifj by 45 feet wide aud of 6 feet lift. From the head of this mnoi ti.n "S^f t „ ' navigable for 2^^- miles to the foo of tl.e TiaC Itnids TnnT ''^' in^ao'' "^'''" ^^'' •^""'"''" '^"^^ ^^' commeuced in 1851 and completed o^:t'^^SlS^::^^Si^ Sr- «^ ^^e junction canal, burfcruals'"ct7$I aiS'If^^^^^^^^ denominated geT.erally the Williama- unit^ed provinces ^^'^^^'^"^'^^l ^^"^^ ^^^ P^^l into the treasury of the hams burg Canals are not used by (tsceudini crafts of anv kil? f Y'^' heavily loaded, nor by ascending passenger vessels ^ ' ' ""^''' LACHINE CANAL-ENLARGEMENTS OF 1843. Besides the construction of the Beauharnois and Williamsburff Tannic and the completion of the works which . ere i)ai tiall v Sf «K ?• ^' The old canal built iff 1825, had long before become utterlv inaria quate to the requirements of commerce. "«'-"me utterly inade- Colonel Phillpott had proposed that the old line, the location of winnh had never been quite satisfactory, be abandoned Z arf en relv new ?? wL T^^'f f'' ''" "" ^'."«^' ^^"«' '*"d this plan had nmny advicater them equal to those of the Cornwall ami B^'ihtrE C^,^ *" "^"'^^ During the progress of the work and the urgent reoiP.f nf ih. mercantile interests this plan was so far modiS^s to Tn'rLse he depth of locks Nos. 1 and 2 at Montreal from 9 feet tTia i\T/^ I on the snis, and tl us enable the lar^estT^^^^^ VIS. ed Montreal to pass easily into the first bfsin Sfth? canal Ihe work was sufficiently advanced in 1848 to permit pasSof boats a-cwuu tnc movliucatiuii ui the original plan just adverted to. CANALS OF CANADA. 33 'f\ The capacity of the canal was more th ii doubled by these improve- ments and the number of locks reduced from seven to' five The enlargement cost $2,149,128.70 and was of course paid for bv the Government of United Canada. ' WELLAND CANAL IMPROVEMENT OF 1842-'49. The Welland Canal as originally built had never been satisfactory either in its location, its dimensions, or in the character of the work, and It had never been looked upon as pcrnjanently completed. From time to time surveys and investigations had been made and changes and improvements suggested, but nothing of any moment had been done. As soon, however, as the line came whollv under the control of the government by the purchase of the interests of the private holders, it was determined by the board of public works to commence improve- ments. *^ It was decided that all the locks should be rebuilt in stone and their dimensions increased to 120 feet long by 2G feet broad, with 8i feet water on the sills; that the aqueduct required to carry the canal over the Welland Eiver should be rebuilt of stone; that the feeder should be converted into a navigable canal ; that the harbors on both lakes should be improved, and finally that the projected Port Maitland Branch should be undertaken and completed " with an entrance lock from Lake Erie 200 feet long, 45 feet wide, and having 9 feet depth of water. The works were commenced in 1842 and completed in 1849. The original plan was modified during the progress of tlie work so as to make the locks 150 feet long by 26* feet wide, and the bed of the main line 26 feet wide at the bottom. As the Grand Eiver gave evident signs that it could not be relied upon as a feeder, it was decided to obtain the water supply for the canal from Lake Erie. To do this it became necessary to lower the summit level 8 feet to that of Lake Erie. This undertaking was commenced in 1846, but was not finally com- pleted, so as to render the canal independent of the Grand liiver until a few years ago. These enlargements and improvements cost the government of Can- ada up to Ist July, 1867, $4,900,820.60. TRENT RIVER AND NEWCASTLE DISTRICT NAVIGATION. The Trent River and Newcastle district navigation in its present condition does not, in either section of it, form a completed system, but consists simply of local improvements whicli have been made from time to time and at various points between Trenton, on the Bay of Quinte, into which the Trent Kiver empties, and Lake Simcoe, a large body of water north of Toronto, and about half way on a direct line between Lake Ontario and Georgian Bay. These improvements are of two kinds, viz, those to render the channel navigable for vessels, and those to facilitate the i)nssage of lumber. Those of the former kind are .situated between the mouth of the river Trent and the town of Lindsay on the Scugog River, and between Lind- SaV and Port, Pprr\7 nf tlia l>aa«l nf r..il.-» t-ion-ri^c The total distance between the Bay of Quints, at the mouth of the H. Ex. 45 3 I 34 CANALS OF CANADA. river Trent, and Port Perry is IGl^ miles, of which 34A miles are not navigable for vessels drawing 6 feet of water * * coSructedr"^ '" * "'^''^ the works which have been or are being CANAL AT CHISHOLM RAPIDS. iAf^J'^fl^ ""ir" '" the Chisholm Kapids, 15 miles above Trenton, 18 a fall of something more than 8 feet, ami here in 1873 a canal 2,927 feet l.?«7^' cntthrongh bedded limestone, and a dam built to make still- water navigation for the remainder of the distance <,overed by the rap ds. and 33 feet wfde.''"^ ""^ '^'''"'"^ "''''""'^' ^^^ ^""* ^ "•"'^^^ ^^"^'' CANAL AT LAKE BOBOAYGEON. Between 1833 and 1835 a short canal, with a wooden lock was con- structed at Lake Bobcaygeon 140f miles above Trenton. By tlds canal woofn'one' n^7!•r''^^'*'"^ '"^'^ ^'^^''"^ ^^*^^'» substituted for le wooden one in 1857 vessels drawing not more than 4 feet are pinhlpri to pass from lakes Chemong, Buckhorn, and Pigeon to stirgeoilke f.Sl^H'"-M "t*' "»^?«"^'»S «iver to the town of Lindsay? wiSs con- nected with Lake Ontario by railroad. eo^v:i;Stol\rbe'r1L:? "^"'^^^ '" ''** ^"^^ ^'^« subsequently HasUngh Loclc.-ln 1844 a lock, now known as Basting's Lock and a darn was completed at Crook's Rapids, a point 32^ miles abox^ the ^^^^fFln^V^^^^ ^^'^'' lock; naVigation'is obtained from Jiuiey 8 1^ alls to Whitla's, a distance of GOA miles, and during the same year a dam was built at Nine-Mile Eapids ^ ^ Loch at WhitWs.-ln 1843 a lock was constructed at Whitla's 93 mries above the mouth of the Trent, by means of which vISs mav Upon these works there was expended by the government of U per ted St'aS Tnfo K>r't?;.^'';'^ the^overnment ofT^d- r.. is7n ^'i ^1 , l^J' t^^^/'^^® ^^ confederation, $216,921.98. in 1870 the lock at Lindsay, which had been converted infn n «i,M« l^tre m\e^bf37'f"r'^^' tl.epronnceo? Ontario, "usdimt-' In thefall nf 1S«? w ^^ ''"^^' ""'^^ ^ ?^* «*" ^^'^*«^' «" the sills. is known ftlBh.r/ir^ commenced at various points along what ^ai?nny^!f the Black Lake division, which extends from Lakefleld to Balsam Lake, the summit level on the main line of the Trent River navigation, aud satisfactory progress has been made. At the Ui ner Rapids, between Deer Bay and Buckhorn Lake, a ift lock and smaM canal one-fourth mile long are being built. ' At the falls between Sturgeon and Cameron Lakes, a canal about onfi third of a mile in length with two lift locks is under contract The contract for the former of these routes requiri th t it shall bo completed this year, and for the latter that it sh'all 1 - completed'llext infj""5?f M ^^^« been given out for the construction oi a canal 2i miles 1 nSI wf '•? ^f J^^ksand regulating dams, around theBur leigS tS 10 ks'S.l ;;.o"^''''**'"' ^^'" not yet'been commenced.^' inese Jocks and the service works are to be 134 feet lontr 33 feet widfi and have a depth of 5 feet on the sills. When tlmv Z^^yyii^^Zl^^' i^gatiiT"''"''"'' """" ''^''" "^' ^""^"^ ^^^ "^"^« of direct "and latS I I es are not are being i Trenfon, 2,927 feet nake still- he rapids, ihes long, was con- liis canal 3(1 for the B enabled eon Lake 5h is con- sequently iock, and bove the jed from the same litla's, 93 sels may Whitla's. >f Upper of Uni- ) a slide, sdi men- sills. >ng what efleld to it Kiver i Upper id small out one- shall bo ;ed next 2i miles (igh and et wide, lateral t I CANALS OP CANADA. CONFEDERATION. ^5 tario and Queb^and^he p ovin^s of^^^^^^ s;S' '^Tr^'^f^ ^ O"" EXPENDITURES PREVIOUS TO CONFEDERATION. spe'^Lpof/thlclrals'Zlw^^^^ had been distributed as shown on iranneS sche^^^^^^^^ Manner of expenditure. Lacliiue Canal BeauharuoiH Canal ..." Corn Willi Canal "WilliamaburK Caniil ..'..'. General expondit mo ... BurliiiKton Jiay Ciinal... . Desjai din Bay Canal !!!!!!! St. Lawrence system, Welland Dnring the union. $2, 149, )28. 70 1,611,424.11 4«4, 014. 32 1,320,055.54 116,821.31 a08, 328. 32 52, 263. U3 St Ann's lock Chute & Blondoau Canai.".'.'. ." Kideau Canal Kiver Tay navigation ...'. «, 043, 230. 23 6, 564, 592. 06 Total cost to June 30, 1867. *2, 587, 532. 85 1.611,424.11 1, 933, 152. 69 1, 320, 055. 54 11«,821.31 ■132, 684. 40 160,947.93 8, 153,2]8.8.'t 7, 638, 239. 83 Montreal and Kingston system Chats (Upper Ottawa).... St. Ours lock and dam . . Chambly Canal ^ll\"["\" Richelieu and Lake Champlain system Kiver Trent navigation. .>oi»iu Total expenditure 134, 450. 51 63, 053. 64 4, 004, 764. 07 17, 764. 05 4, 280, 038. 27 482, 950. 81 121, 537. 65 634,711.76 760, 24^41 309,371.31 21,620,008.46 by the Imperial G overmen t $13 ST/s^^^Jh" ^f °^t?^.1 $4,173,921.47 and $40,684 by private corpoVattJnf ' ^ *^' ^"'^'^ Provinces, Iinperia'ftveJnltt rfhe'relj^^Sor an'^^'^, ^^^^^^^'^^^^ ^^ '^^ locks and canals, between akes St LoSs ami sT ?.T™'"^ f *?" ^^^ struction of the three Ottawa T^iv^rn.uA 5 " ^^^^''^^S' '»«d the eon- $48,405.83 spent b/theTovrnrnPn! n?T ^''^^f^ ^'^^l ^'so improve the chanS throu jrthrLachLe^C^^^^^^^ ^^ttempting to As a result of this erpenditm-e, a™t^Sg ^^^^^^^^ ? 36 CANALS OF CANADA. The Montreal and Kiugston system, including the river Tav navijra- ^on comprned 134.39 miles of canal and 64 locks, the least depth of which was 5 feet on the miter sills. * ^vl^'?^^^it}^^'£!il 1" ^^'•^- ^^'^^'^ ^""'"f^ f'"'" Montreal to Kingston mi 1 - feet— 401i feet rising and 177 feet falling. . ^^'^''^^'eH/^'xl Lake Chaiuplain system comprised 12.13 miles of canal and 10 locks, the least depth of whicii wasTftu-t on the miter sills ,,. rm°® ^'®^''*' ''?®'' *^® completion of the works above described very little was done beyond what was necessary to keep them in repair. APPOINTMENT OP CANAL COMMISSION. . ^" ^f^,^}'f Governor-General of the Dominion appointed a commis- sion, of which the late Sir Plugh Allen was chairman, " to make inTirv as tQ the best means of securing a thorough and com'- r . ".-vi i,„ provement of the canal system, and to collect reliable infc , nnnn which to base a plan therefor." "' *^ REPORT OF CANAL COMMISSION. The commission, after a careful and searciiing inquiry, submitted an elaborate report. In this report they discussed quite exh.iustivelv to commercial and engineering a8])pcts of the questions submitted to them detailed the result ot their investigations under each head, and made certain recommendations, of which the following is an abstract • 1. Thatone uniform size of locks an I canals be established throughout the whole of the St. Lawrence route, including the St. Lawrence canals proper, the Welland Canal, and the proposed Sault Ste. Marie Canal. That the locks be made 270 long and 45 feet wide, with a depth of 12 feet clear on the miter sills, and that the bottom of the canals be sunk at least 1 foot below the miter sills of the locks, with a width throujih- out of not less than 100 feet. They stated that these dimensions would enable vessels of the usual build, carrying 1,0U0 tons, to pass, and if their breadth of beam and sectional areas were increased the canals might be navigable for vessels of 1,500 tons. In giving their reasons for fixing the greatest depth of water on this route at 12 feet, the commission say : ,T,2ilVrTt7/M w"*TTu'' ""^'''* *? ^"^ ^««* informed on the subject recom- mend a dralt of 14 feet and others m much as 16 feet, regard must nevertheless be had to the capabilities of the harbors and the eugineerTng characteristics of ou? canals, as weii as the prudent suggestions of moderate and experienced men who have limited their views to 12 feet. It, would be extremely unwisHSarkTu mao- nifacent schemes, exceed ng the resources of a young country, witrtLvi^wonn: troducing ocean vessels into ourcanals and lakes. 2. That the locks on the proposed Bay Verte Canal be made 270 feet ^^"/^"^^A^J^ft wide, with a depth of 15 feet on the miter sills. 3. That the locks in the Ottawa system be made 200 feet long, 45 feet wide, with a depth of 9 feet on the miter sills. 1 ^' ^"^l?^^ the locks in the Richelieu Eiver be also made 200 feet In^Si^'f" . ^^M^ "^V^®' ^•f'^^ucl^ a ^epth on the miter sills, not exceed- ^K T^' ^^ *^^ channel of the Eichelieu would afiord. Ihe dimensions fixed upon for these routes were thought sufficientlv large to accommodate the largest barges used for carrying lumber, thiit being the main article traus;)orted through them fe « '"^M ^^^ ly naviffa- b depth of Kingston 3 miles of niter sills. described in repair. El commis- ce inquiry • rfre im- •■'" upon mitted an lively the [ to tlieiu, md made it: lougliont ce canals ie Canal, pth of 12 I be sunk througli- ns would 3, and if e canals r on this Bct recom- 'thek'ss be ic8 of our men who ■k iu iiiag- iew of in- 270 feet ?, 45 feet 200 feet exceed- Bciently >er, that CANALS OP CANADA. IMPUOVEMENTS RECOMMENDED. 87 ■• nortJ.mi'inTM ^^^ improvements recommended, accordinff to their im- In the first class they put : 7 mr '""P^o^'.ement of the Ottawa and Ohamblv Canals 5. The construction of the proposed Bay Verte Canal In commenting upon the above-mentioned works th. report says- mending which of them sbonkl be Lrnioceo pTwftI f f *''"^''''™''"'^ inrocorn- that they should be undertaken in thfoKr in wW V '"* '''^ respectfully suggest as possible simultaneously. " ^^'''^' ^''^^^ ^""^ mentioned, or as far They put in the second class : Which have been chirtPrArrfLTi;^ to the private companies 13. The construction of the Geor£,ian Bay Canal regrdatfnTwlVs' be'^b xn? ?:?' ^''^ '^''''' '^"' ^^ -- ^'-s and thi S otLT respect^not^^^^ '''P^^^ ^^ ^^t^^' I'"* Je\r;r„rr tXT;S'S'\i,"^ fe^l^-r'i--. »"<>?-" "^ »-« ««.uy 8urvc;ysana examinations were made and schemes for 3i)] 38 CANALS OF CANADA. LAOHINE CANAL IMPROVEMENTS. a.m a .te,"f.: of'lLtet^L'n'erioZ'if'" " ■"-","^-"1' of 1=0 feet In the enlarged system there are also five locks 970 fp«f ;» i *u and 45 feet in width Thp riAt^H. ,.f V,'.V 'ocks, ^7U teet in length 100 feet, « 19 feet, and for tUeZltale?"; I's'fee? '"'' *'' " ™'"' "' J^wo new o,a.o„r.v.f„eed basi„« are ia pr«,esB of co„str„ction at St. finished early in the summer of the present year! ^ "'^'^ '^'" ^^ lliese enlargements have cost up to June 1882 .«f; -^d? n^ r*- i • t CANALS OP CANADA. 39 f nv?i n ^ pass tbrougli the whole canal in about 2^ hours, wliilc bartres hnnrl ^^^''""•^"f «««"Py 3 hours, and those towed by ho S 4 to 5 hours. Tugs are, however, fast taking the place of h/rses tor tow?n2 pnrDoses, except at t -e locks, where hSr«es hive to be uS^ CORNWALL CANAL IMPROVEMENTS. i« n!!^ ;'"P^ovement ou the Cornwall Canal was commenced in 1876 and 18 now progressing. "^' v>cu m xo ., . . v' ""^^ avoid the Williamsburg Canal on the dowu- MURRAY BAY OANAL. wlfole^^th/bPsrir"*"' "l-"^'' ^J'^ «"ff"'eer8 reconiinended as, on the on the line from Presqne Isle at SlSslooo «-!«,333.3J, and be m-f,!«'nt"«fi p""* D''Il''r"n'^'" "' P«l'lic Works caused a survey to t„ne tte project .,as been ^rc^euU^^S tl^^^^Si ^IS/'aS! ta,^'err„'o?';:e"X7brre"^4rerafs^^^^ °' '»-' T- on,men.;e,l that & consiieLtio'nKeforred "" """""'""' """ '■'"'• prS,:^'fo'i^T<;;s„'e°ti'o:/s?„*^s\L\t^^^^^^^^^^^^ tbori.ed tl,e Government to n.uiertafe "beS ' ^»''""'"*"' ""- The contracts call for tLe completion of tbe nudertaking in 1885. m 4 ami lifjbt- ilile to imo tliodowu- remity of J) of laud u, aud ou 3 out iuto lis pcuin- ted to the atrip, by Irie to the Qinent of jross the ) Harbor, r the Bay 5, on the les long, !!•, would ites and aflicient !.33, and urvey to a canal nee that imly ad- impor- lud rec- and the lent au- ged ad- iue Isle Awarded, canal, 1 be re- e given 'OSS the noes, m, and 'ntario. 85. CANALS OP CANADA. WELLAND CANAL IMPROVEMENTS. 41 i . Its en argcment was recommended as the first uwi .?«,.. V . it was soon found that bowZ? arulilfi """I" ^ ' ■"■' ^°^''°"'», but the score of ecoio,^, tlie^Seme.r^- m!^?!* °°"r ','"«'" '» »■' eaJt«Tdrfthe"ilS"i!;* extenS^'l>"VC, T^"' """ """''' '» '"» a distance of 11.83 inilCT th™ IL f...^^ , Daibousie to All,nd>tirj{, Allanlinrg to Port ColbLr e a rtis imf ^l''fS?'™.f'"' »''' "'""" '*™ proyemel havelc^n S ml ac^rdingly •'* '"""^' ""'' '""^ ""• H„,4erst5,raml Port o'Xorne ''' "'"' """^ ™"'" ""»""-' ''«'«<"' tin^frSMSSd t'^ibe'Iew^Sl'Sn^ IT,"' *^L«'°- '"»<''- there is only one chaun el M,« !Ji',i .1 T -^ '''"''jirg to Port Colborae fore described ' " "''' """'' '"'""e: been enlarged, as be- for the feeder rout^at Port M.iZ^A 1 *', ' "■■' Colborue, and one Niagara Kiverrthetow" of Chippewa''''' """ "" "'"'""«"' f™"' "-« fro?Zrnlato,"sie''fo°p"rt' clS:im *°? "^ e-»«"g, extends structed, aud these have a denfh of nnit i o p . ^^^i^^ks had been con- the rest have a depth of 14feet The J.^^lnl i^i *''" ™^^"" '"^«' ^'"'« ated in that part of the line in wl.^.i. h,^ T ^f''^^ ^'^' l^o^ever, .^itu- ' %r A^ ^'^^ '^^' ^' otiriirr^xr^^ -'^ ^^ --^ - as tie^oVflteotorsToTo mfnuTef "'^^^'^' ^^^ pla?ted^:fLth siderandTt^ff ^ with «tone and trees have been ?s^xrb;sSEHf?--"^ Iii?Il'^t7^i«l^;t''''''^^^ '^"^'' ^'^'^""^'« to Thorold the ca.al is lished. -^ ''"^ "^ " '•^"'^'" ^^ seiiiaphore signals has been estab- Passage is afforded at all stages of the lake level to v<388els drawing i 42 CANALS OF CANADA. u„«n this cauul lor c<„;»truction ,i„™Su SpuiuVu Y^lJ-'-"" """" BURLINGTON BAY CANAL. T.lK.'".KZt,ctl *'""'" """"'"' ""••«"'"W""y - i' waa in 1832, ST. ANNK'S LOOK IMPEOVKMENTS. ArH^ l^^^i* now lock was eominonciMl at St. Anne's, 200 feet lonrru.ui GRKNVILLE CANAL IMPROVEMENTS. The onlarsement of the Grenvilie Canals was entered upon avear earlier and comprise*! the construction of tWe locks 200 feet Ion i .uuU? Pie elVtuTho tu^t H 7'*^'' "' ''^•^ ^^'"^' '^^'- locks hat T,^,n com piered, out the two at the lower entrance, whiclj -irpi tn t.it« m.«,v1„ \? fonr old ones can not be brought into fuH nse ^n iU^.' 1 eH,np^^^^^^^^^^^^^^ re made in the channel. When these arc finished, wind, Sbe ( rin^ the curri^it year the dimensions of the channel will have bee ncrea^^^^^^ 00 to SOteet at the surface, and crossinj? basins constructed it an $l"7?3;580.^!*''"'^ '' ^"'" '' '""'• ""''' '''' *« June Sof 1882, ;S CARILLON CANAL IMPROVEMENTS. The improvements on the Carillon Oaual were commenced at about the sam-. time as and in connection with those on the Grenvilie Thev compnsed a dam 800 fe^t in length across the Ottaw^ R ve^ three The dam and slide were co,ni)leted in November, 1881, and the canal ' i *i r l:>i a *i OANAT.fi OP CANADA. Am 7 n.il„«, the level of the Hver l.«! h ^^'^«"^'' »e (Junal, u .listance of .water on ti.e 10^0^811 k of the « ^. " r^i'^e.! so that the depth of incroHse,! 2 foot U mw ox.m .?n?i ihn m ''**''''' ^'.^ *^''"' «""'i' '"»« »»i'«n A Bh.n.ieau Canal yhg beV™ wf n^ ",r«*"''>; "^" "«'"^' ^ho (Jhute wonhl havo been obv fe. b^ this new ro;"' ^^ ?'"'''"« ^^'"'^^'^^ iHRh many atean.ens arc , nable s/onrM ' ^"J '\''.'^" "'« ^^»t«'' «» the chute, and havo to n "e h o c a n aT i«"i'r" ^'''''' ^*^' ^-^''^'^ ^^ and itH reconstruction and rJnou.'^^J^^^^^ of repair, EIDEAU CANAL—PIIEHENT CONDITION. UPPER OTTAWA NAVIGATION. Montreal and Kingston. AbovftSnn?nf n.V^'T* ^'^ ^^«««'« ^^o'" the Mattawan, a distance of S n^ ies the.; .r /'" ^''i'' *''^ '"^"^'^ «f gable water, separated by rap dsTml ib S.! J H ""T ^^'^}^^^^ «f "avi- improveu.ent of this part of tho river iSfJl..''"' *" "'^^'ffation. The it with the Montreal and Kinirsto . .1.^^^^^^^^ ^''*' P"''^'"*'" of connecting line between the St. iTiwi^n^vrRWrr i ^""^ f.' %^^'^o^^ projected CHATS CANAL. Kls'Une^^t^lra'^^^^^^^^^^ the Chats Rap- Government of Upper CanSn^n.ri .,« ifc « — ,,„« almost due west 44^ miles to the upper end of what is known as Trout Lake, which lies at the summit level. Theie a low sandy ridge or a^ I i CANALS OF CANADA. 45 m i portage three-fourths of a mile wide was crossed to the northeast shore of Lake Nipissing, and the lake was traversed about half its length, a distance of 30 miles, to the headwaters of one of the tributaries of the French Kiver. The course of this tributary and of the French iliver was followed for 50 miles to the mouth of the latter, at the east side of Georgian Bay, which is the northeastern end of Lake Huron. This line of navigation has been examined several times by compe- tent engineers under the direction of the department of public works of Canada. Their reports developed the fact that the total distance by this route from Montreal to Lake Huron, and through it to Chicago, is very much shorter than (some claiming that it is not more than half as long as) by the St. Lawrence and lakes, and it was stated that all ob- structions to navigation could be overcome by the construction of a series of short canals, the aggregate length of which, including the Lachine and Ottawa Canals, would be 58 miles, and the aggregate lock- age 098 feet, or, if dams were used at various points to deepen the waters in certain rapids so as to make them navigable and additional locks constructed, the total length oJ the canal might be reduced to 29^ miles instead of 58, although the lockage would be greater by a little over 10 feet ; both plans contemplated at least 10 feet draft. The cost of the first plan was estimated at $24,000,000, and of the latter at $12,057,680. It was further claimed that by damming the mouth of Lake Nipissing, at the head of French Eiver, so as to raise tlie surface of its waters about 23 feet above its natural level, it would form a reservoir which would be more than sufficient to insure a con- stant supply of water on the summit reach. The chief'physical obsta- cles to carrying out the undertaking were said to be that the cutting on the upper section of the Ottawa and French Rivers would have to be through Laurentian and Silurian rock. The mouth of French Elver forms a safe and commodious harbor. It is also claimed that this route would be open wiihin a fortnight, at the most, as long as the St. Lawrence. Of the feasibility of the undertaking I am not able to judge, but the fact that, with all the energy that Canada has shown in the matter of her water communications and the frequency with which the enterprise has been before parliament, no steps have been taken to put the mag- niflcant project into execution would seem to indicate that the judg- ment of the majority is against it. Of this project the canal commission say : " The importance of this work to the whole Dominion can not well, prospectively, be overestimated," but in view of the wide dis- crepancy in the estimates, they recommended further examination at as early a day as possible. Trent River navigation. — Another projected lino is that which com- prehends as a part of it the Trent River and Newcastle district naviga- tion, of which I have spoken before, and is intended to shorten the dis- tance by water between Lakes Ontario and Huron. The route, as a whole, and in its various sections, has been repeatedly surveyed, and as late as 1880 a new survey of the whole route was authorized. This survey, which is now in progress, is designed to be very complete ami reliable, and to determine definitely the feasibility of constructing the line. The plan has been to improve the Trent River to Rice Lake, secure a navigable channel through a series of connected lakes until the summit level between Lakes Ontario and Huron is reached at Lake Balaam, 689^ feet above Lake Ontario, thence descend 118^ feet by a canal and the Talbot River to Lake Siincoe, and 124| feet more by the river Severn to Georgian Bay, I r,4 46 CANALS OP CANADA. In luakmff then,, the department of railways and canals say : ad^a::Siriminioa Br com- f some uuder- hannel ts posi- e head e com- 4i i Such a condition of things was, of course, a serious embarrassment to the ambition of Montreal to become the center of the foreign com- merce of Canada, and detracted largely from the alue of the St. Law- rence system as the highway from the northern and western ports of the continent to the sea. The extent to which it operated to discourage foreign trade is indicated by the fact that up to 1825 there were in the port of Montreal only too small wharves, with a frontage of only 1,120 feet and a depth of only 2 feet of water, and in 1830 the greatest depth of dockage was 5 feet, and the frontage had not greatly increased. In response to urgent demands for greater facilities the harbor com- missioners of Montreal were organized, and the management of all matters connected with the improvements of the harbor confided to them. Before the end of 1832 the wharfage had been increased to an aggre- gate frontage of 4,950 feet, or nearly a mile, with a depth of water varying from 5 to 20 feet. In 1841 the board of public works of the United Provinces was au- thorized to improve and deepen the channel below Montreal, and during the five succeeding years $3U0,0(J0 was spent for the purpose under their direction. In 1851 charge of the undertaking was transferred to the harbor commissioners of Montreal, who already had control of the improve- ments in the harbor proper, and by the latter part of 1853 a channel 150 feet wide and 16 feet deep was obtained. During the next decade the work was steadily pushed forward, and in 1859 a depth of 18 feet had been reached, and in 1805 a channel 300 feet wide and 20 feet deep was completed. In 1873 the Dominion Government was authorized to contract a loan of $1,500,000 to defray the expenses of completing the channel to a depth of not less than 22 feet at low water, interest at 5 per cent., and a sinking fund of 1 ; er cent,, to be paid annually by the harbor com- missioners of Montreal out of the revenues of that port. It was determined by the commissioners, after the work was under- taken, to make the depth 25 feet, and a channel of this depth was com- pleted in 1882, Even before the formal opening of this channel it had been determined to increase its depth to 27^ feet at the earliest practi- cable date, so that the largest ocean steamers might be enabled to reach Montreal in 8afetj\ The General Government has alreadv loaned the harbor commissioners $900,000 at 4 per cent, to carry out this determi- nation, and the work will be vigorously entered upon at the opening of navigation this year. WHARFAGE FACILITIES AT MONTREAL. During the period covered by these operations in the river itself the wharfage facilities had been gradually extended to keep pace with the increasing number and size of the vessels coming to this port from the sea, and the rapidly advancing foreign and domestic commerce of the dominion. There is now an unbroken line of wharves extending from Point St. Charles, above the entrance of the Lachine Canal, to Hochelaga, a distance of 3^ miles, with an aggregate frontage of 24,809 feet, or 4,17 miles, 16,458 feet of which have a dei)th of 25 feet, 2,391 feet a depth of 20 feet, and 5,960 a dcDth of fronj 10 to 20 feet. The earlier wluirves were built of piles ])laced in a closed row and backed with earth and stone filling. From 1846 to 1878 they were built en- tirely of cribwork, strongly framed of pine and other timber, and tilled 48 CANALS OF CANADA. i and backed with stone ballast or the ordinary dredging from the har- bor. Since 1878 open pilework has been used where there was no danger from violent shoving of the ice. The whole work in the harbor proper has cost about $3,000,000, of which only about half a million has been furnished by the Government, the rest being paid by the harbor commissioners. The necessity of providing a revenue from which to pay the interest on the loans contracted by the harbor commissioners and the General Government to accomplish these improvements has compelled the ex- action of large harbor dues and tolls. These are heavy taxes upon shipping and a great embarrassment to the carrying trade of Canada. Kllbrts have been made from ti!ne to time to prevail upon the Gen- eral Government to treat the deepening of the channel as a public work, and assume the debt already incurred, and carry on future oper- ations, and thus make possible a substantial j eduction in the dues. Municipal and interprovincial jealousies have no far prevented any definite action being taken in this direction, but there is some prospect that tlie hopes of those who have been active in the matter will be realized, and the improvements of the St. Lawrence below Montreal be put upon the same footing as those above and made a public work. CLOSING REVIEW OF THE CANAL SYSTEMS OF CANADA. The spirit with which the vast undertaking which has been described was entered upon when Canada was small in population and feeble in financial strength, the unvarying courage and energy with which it has been pushed forward from step to step amid many discouragements and against formidable obstacles, and the magnificent results, looking at them in their physical and political aspects, which have been achieved are apparent from the foregoing narrative. How far the construction and maintenance of these water ways, especially the Sc. Lawrence route, have operated to build up Canada and increase its foreign and domestic commerce and divert to Canadian channels the carrying trade of the West; in other words, how far the sanguine expectations of the projectors and promoters of these im- provements have been realized, is a question not easily answered. The canal systems of Canada have unquestionably fostered inter- provincial trade, have built up local traffic, have bound more closely together the difterent parts of the province, and in earlier times did much to stimulate immigration and open up the country to settlement and cultivation. The Welland Canal in particular has "been and still is the channel of a large and productive trade between the numerous and important lake cities and towns on both sides of the line. But the canals as they existed in 1871 were amply sufficient for the needs of local and interprovincial trade, and the promoters and advocates of the improvements and enlargements which have been completed since then, and upon which nearly #20,000,000 have been spent, had in view some- thing more ambitious and comprehensive than to provide for this. The canal commission but echoed the sentiments expressed by the public m"n of the Canadas as early as the beginning of the century, and iterated and reiterated by the advocates of internal inprovements from that time forward, when they say, " It only requires an energetic eftbrt upon the part of the Dominion to make the St. Lawrence the great Ui/hway between the sea and the West, at the very base of the Eocky Mountains." To secure for Canada all those advantages which the possession of 4 \ CANALS OF CANADA. 49 ^ tills magmficent natural water way ought to give it, to make the St LaNVTeuce route in its wliole lengtli tlie Ingliway by which tesnrnlus lirocucts of the West would s.ek an outlet to tL LI to pi f i^ nto a l)08ition to comi.eto successfully for the export trade of the con ncnt obhcN^w'^;?"?!^'""""^." '*"^^ of communication, have Sen tbe g e objects which these works, particularly the recent enlaroements ., 1 improven.ents on the St. Lawrence route, wereexpected to aSnpIish Just so far as these objects have been or shall be obtainerto th^^ extent to which a fair share of the grain transportation of! continent has been or shall be secured by Canada, so for, to that exten have the hopes of the men who planned and carried out these cSietus and improvements been realized, and the va«t expentmureTu caS and yearly outlay for repairs and interest which the cSrv Lis s b "of hL'aite^t'on^ 'J" ''''''''■ '''''^''' "^y thisTt^dWd t"an not De said that the outlook is an encouraging one. The export trid« ol the continent consists, and must always consist to a large c^^^^^^ the carriage o gram. The Montreal Corn Exchange, in a rSnt me .norial,says: "A nominal share of the grain tradeof Uieco^tiSisan" essential element in the prosperity of all other businesreCS iuas ZvL^'^'^'J' V"^ f^""^^^*^ ^^^'"^^^^^ '^ accommodate cat le umber' provisions, and other between deck cargoes can not be obtainecPand 80 far this year the grain export trade is absolutely dorman Vessel after vessel, indeed all the ocean steamers which have ef thirZ since navigation opened this season, have gone without sU\^ienrfLErht t^^ll^rrthe^rl^^^^^^ ^^"^^ P-pectof anyimpr^^e'IiiSti As to the cause of this most deplorable and disappointing condition mJ l!?/\'''' are various opinions among those who have gTven the matter attention and are most immediately interested. ^ Ihe view most generally entertained is that the St. Lawrence rontn 18 at present handicapped by heavy charges in the form or^hio a^.d canal dues, wharfage dues, port-warden charges, and pibtS fees amounting m the aggregate to an almost prohibitive toxatiouo" car' riageby this route from the interior to the seaboard. It is "sserted K ^iTT' "^ ^'^^'^^ ''^^'^''^ ^^^"" «^" l>« «'^rried from Chicago to ^fn .T Q^T^'^^"^^'"^^^"^ •'^"^^ •* half a bushel less than to Monti? al T}wt l^- ^^'^'^^^^.\o^^t^ i« placed at a great disadvantage?S eially m comparison with its chief competitor, the Erie Oaiml a Sd vantage from which it can not recover until the G()vernS ren ; ?«" canal tolls on eastern-bound freight and assume thedeSSeSrove^ ments in the channel below Montreal. improve- V^^Zfiu:^!^!S^' adu^iniatratiou newspaper of this IP il',^;rf o^ntTitr f.rs.''''' ""•'"« """- ^-"i- p««». 1 liti roiliictiOD of cliar^es at tho port of Montreal. infciSTof °£ %? t"'"^ """•" ''•'' ""' ""•■"■''^ »f "■»<'<' »f Hie lead- pm «r.nl™!n^„,1L'f::,:r''"^'°'-.":^ ',?« '°''^""''- »"" »"?• policy of free eaualsato;i.earth;V;;;w"vro"rr'to"",S cApetieu 10 accrue by their enlargement. « "^o fl. Ex. 45 4 60 CANALS OP CANADA. The Corn Exchange of Montreal say : ength and presents an interesting array of statistics, takei the ground that the struggle ,8 not between the St. Lawrence and the New York State canals, but between land and water carriage, and that TutC strugg e the raihyays are fast outdistancing the water ways and will/n the end absorb the whole of the traffic; and finds in thTs £ rathe? Although it can hardly be doubted that the actual cost, taking everv thing .nto consideration, of carrying a ton of wheat or gm n Sm any of the lake cities to Montreal is less by water than by ra^l, yet it iT sa"d that, at the present time, so keen is the competition betweeL ?he varSs railroads grain can be actually brought from the far West to Montreal by car for something less than by boat. While this condition S' thin.^s continues traffic will unquestionably be largely divS to the rafl ways and the effect can not but be disastrous to the busiuesf of the wa er ways. The presumption, however, is that the ecouoTic laws which govern such matters will eventually assert themselves and the railways will be compelled to maintain siich rates as TiU make the r business It not actually remunerative, at least self-supi^tiiTg men the equilibrium is restored and when, by an abolition of tolls and a reduction ot dues, carriers by the St. Lawrence route are enabled to compete in rates with those by other routes which are whSllv or mrtT ally by wa er, it may be expected that traffic will again seek Us nat ral channel and the country reap a part at least of thrbenefic ai reiu s which were hoped for when the canal commission's schSwi^eSed upon. It may be mentioned here that there is some opTosSn o he policy of free canals on the ground that it will benefit AineSnmo feet was to enable the largest class of lake craft to carry thei? car^.B^ direct to Montreal without breaking bulk, and even t^Vermit oceaS going vessels to go directly to Toronto and the lake ports Subsequent exi)erience has, I think, modified the views of those wha hoped lor these results, and the consensus of opinion now is llrit^he not beprofttably earned on in this way, and that the exnense of f^kw an ocean vessel up through the various canals ^I^ike Se Ld f 3?'. ''V' and bringing it back again, or of seuirng down ?o Mon treal the large lake steamers, would more than overbalancrthe S S'lrSr. "' "'""' transshipments between the point ot' depanure Indeed the opinion is freely expressed by those whose iudtrmpnt on mtt'rniJst'Tlw^' '^ "^'^1^' thatthe\nlargemen':dmK ments in the St. Lawrence canals, not including the Welland havo nof h«fnV« ffi^U' i'" "" ^"""«» lo pass the canals as they were in 1,S71 •''> CANALS OF CANADA. 51 loriiml Hliare orous trariH- of inland t at some [\e ground !few York At iu this nd will in ct, rather on of the ingQvery- from any ' it is said le various Montreal of things the rail- iss of the mic laws , and the ike their . When lis and a labled to or parti- its natu- il results 5 entered )u to the can pro- increase irinining :ed at 11 cargoes t ocean- ose who :hat the ute, can f taking and the to Mon- le addi- jparture nent on n prove • avc not anspor- in 1«71, in some ''■f In sul)uiittii)g thus report I desire to express my indebtedness for most ot the tacts stated in it to the general report of the commissioner of public works of the united provinces for the year ending June 30, 18G7- the general report of the minister of public works of the Dominion for the period between June 30, 1867, and June 30, 1882; the annual reports ot the commissioner of railways and canals since 1879- the report of the chief engineer of canals, submitted iu 1880 ; and a iWe number ot other papers and documents. I have endeavored to seek out all the sources of information to which access could be obtained and to verify my statements in every wav possible, and a large part of the time occupied in compiling this report has been devoted to eftbrts in these two directions. I could wish the results had been more satisfactory, but I submit them with the hope that they may not be altogether useless. iSeabgent p. Stearns, TT o ^, Consul- General. United States Consulate-General, Montreal, June 1, 1884. Appendix A.— Table of distances and sections of navigation and of obstructions on the St. Lawrence route. From — Montreal .... Lac'hino Meljclii .i'lo. To- Lnohine , Moloclievillo. Valloylield... Valloyfield Corn Willi Dickinsim's Landing Farrona Point Cioylii's Inland Morriabuigli , Head of Rapide Flat. Iroqiioitt Villajie Head (ialops Kapids.. Prcscott Kingston Port Dalhousio Port Dalhousle . Cornwall Dickinson's Landing Farrano Point tUoylo's Island iIo)Tinbnrjjli Kapide Flat Iro(|uoia Village Galops Kapida Prcstott Kingston Port Dalliousio Port Colborno Sections of navigation, Port Colborne . Lachino Canal Lake St. Louis. Ik'auharnois Canal Lake St. Fr.incis Cornwall Canal Ki\er St. Lawrence Farrano Point Canal River St. Lawrencu Rapido Flat Can al River St. Lawrence Galops Canal Rivot St. Lawrence River St. Lawrence Lake Ontario Welland Canal lold) Wolland Canal (enlarged) Bis- tauco. Miles. 8i 15i Hi , i 4 7ft 59 170 27 20i Obstructions. Lacbine Rapids. Cnsoadea, Coteaii and Cedar Rapids. Long Sault Rapids. Rapids. Rapido Flat Rap- ids. Galops Rapids. Niagara Rivor and Falls. Appendix B.— Table of distance.?, sections of navigation, and obstrnclic as on the Montreal Ottawa, and Kinnston route. ' From — Montreal Lachino Foot of St. Anne's Ca- nal and lock. Head of St. Anne's Canal and lock. Foot ot Carillon Civ- nal. Head of Carillon Ca- nal. I'oot of Grenville Ca- nal. Head ofGrenvillo C.l- nal. To- Lachino St. Anne's Canal Head of St. Anne's Canal and look. Foot of Carillon Ca- nal. Head of Carillon Ca- nal. Grenville Canal Sections of navigation. Dis- tance. Ottawa Citv Head of Grenville Canal. OMawii City Kingston . Lachino Canal Lake St. Louis St. Anne's Canal Lake of Two Monntains and river Ottawa. Carillon Canal River Ottawa , Grenville Canal Rivor Ottawa Rideau ('anal Miles. 81 144 i 27 5.1 56 12CJ Obstructions. St. Anne's Rapids. Carillon Rapids. LongSaultR.apid3. Rapids and shal- iowH and falls. I I 52 CANALS OP CANADA. Al■J.K^fOlX C.~Table of distaucca, mdions of navigation, ami obatruetions on LaleCh 2>liiiH route. am- From — To— Moiitical Soiol C'"';' St. Ours hi. Ours , ' ?m' * *",? H?''H • ■ < I«i>ni'l'>iv BaViu '. Clmiii ,l.v Haain ; SLJoliu's °*' Jo''u " j nou8ii'.s I'oirit... SeotiouH of niivigotion. UivorSt. r.awronce.... Hivor Ultiliiilioii St. Oimh lock unU dam . l{iver Jliclrolioii <:iiaiiil)lv Canal llivcr Hiclielieti tauco. Mitit. 40 14 »2 12 23 ObstruntloiiB. St. Ours Uapiils. Cbanibly KapUls. Appkkoix ^'-ffJlf'oiving levgth of each canal, vumbor a„d dimensions of locks, and dimensionH and tonna;/,; of vessels which can pas, them. Locks. Lacliino , BKaiiharnols... Cc»Mnvall Williaiimbiirdli AV(.'laiKl (now) St. Ours luck Cliambly St. Aimo'a luck Carillon ..• Greuvillo Bideau Vessels pnssin); through. ?„ cQ s § H 12 1,000 to 1 50O !i 700 U 760 U 800 12 l,000|tol , .WO V (iUO «* 230 u 700 !t 700 » 700 4i 250 *Ei.so,282J; fall, 164; 44Ci. NOTK.—Tho depth given in the average depth at low water. When the water is unnsiiallv low tl.i» depth can not be raaintaiued, and the capacity of the canals is reduced unusually low this BRITISH COLUMBIA. REPORT BY CONSUL STEVENS, OF VICTORIA. GEDGHAPHICAL AND GEOLOGICAL. British Coliimbia is to a certain extent troiigh-sbapetl, for whereas the coast is niarg.ne.1 by the lofty yarallel ranges of the Cascades and the easteru border s mu^ril ii?,^*'"^^' .^^^Vr^ins, range beside range, the interior consists of agrea? Svii ^. I J' '— "^"1 ^11 1^^^ Sr*'nt water conrses, the Fraser and the Thon.psou ? tf^n 7^.1^"er IS HI reality a tributary of the Fraser, into which it empties at l.>tton, but It occupies a wide valley and drains an important lake system in the Znn'.n*'/" r?. "^ *'T prov nee, while the main stem of the Fraser comes from the Sf ...i"',,-" IfY""]'' .T^'"'^'' the combined currents break th'ir way through in a westerly direction to the coast, forming the niagiiificeut Fraser Canon! It is the val- ley of the Thompson, ..ud afterward the Fia.ser Cauou, which the Canadian Pacific ?^ Ir^ advantage of to maly tl.o abundant rivers wore inon^\M\hZZA^UouI^^^^^^ "'}"">'• ^h all tl,e.s„ try li«8 1,.,.,,, nn.h.r.JN';. .i" .„"'."''':T '" P'^-^t fiK<''< M>au now, ami -m the wliolo coun- try hm l.ce,. un(U;rsoinToTomi.Vu"'Jhn n' JZ' ^"'" V'""' '"*,T' '""' '*'' ^''" ^^■''"'" «""•'- and both the Fraser u id the T !n,,. i'"""- '""'" »''^'' *" cut deep chanu.ds. general lovd of the conutr5? ^'"""^''"" "»^^' "«^v «omo buudreds of feet below tl; hav!,l.Se'oi'2al"for'\b'e1oft?i;:nl' ^'V'r"' '^''''''^ ^^"™ *"»° *" t'^'e '^"^ then to have ^a chfF liK e/pnesH^sho ^a 8nSeiinn^>V^ enpecially in places where they other, which can be EeYfor a lon^ dttnnni T^'?'-"''^ i^vv<,o^B, oue above the embankment. From iiist Llovv Kan.lnVf. ?® ''\V^'"xJ "^ ""*' ^'*" ««« ^he railway the 8onth ThompZ,SSre^ rin^dikrilZi^^^ ^'"''^ Thompson comes into lake, down nearly to Lytton these termce« forrf *'"' ^^'^*«?' . ^^^^k in(o a beantiful red earth, suddenly followed by an ol vp ^v^^,T^,J^1 • "*' "**-'" '"*«»«» of rust- With this gay an/fantastic coirtrwhfcrthfZ.b v^L"n-°T ^'''t« «^P08«re. poses an artistic contrast, and over wbTch l.Vn.if ^'""*^':S^ „'>r'»"iut emerald river op- the additional iutercstofgrShStand IrenrUh nf ^^'"^ "^ ?"*'l*^''^ ^'«'''*' there goes iuff grotesqneness of form caused Krwat^^^^^^^^^ of prospect, and a constantly chang- hardness into odd monumental sen.l,l.n,o«? ^/,"*^ '^^''""K 'lowu rooks of unequal one of archUecturaThurn o aSai Z,^^^^^^ phases of mimicry, reu.inding laid withgreatdepositsof stiff cTav in te^ t'"* rocks are over- tho streams of water which f< low tL«^ wh.ch the action ot the atmosphere and of tremendous energy, hlrwordeen^^.nierrH^S"^ '''''' ""^ '^"'^ *'^«» ^^1' « i spires, and broken Valls.Thchblaffrthsfrin^^ '"'" "/Titanic towers, and fantastic shadows on the other NoralUhl If *' * ""."•"" ?'*^'' *""• «"»* s^^arp but the strange forms and ludv bn?« nf i^^ f^lT '•* ?'* '" this grotesque mold, herbaged terraces hro^"gh^which this Lt'! '^^ * '^ '''''•^ *''"*'«' '^"^ the scantily most strongly on the menfory^'Ser^e 1^ liS^^revideir^eSe!'"^"" *'''™"'^"' MINING AND FARMING. thSraK^fkl'Sl'^'lfrby^^^^^ -<^ «t--l>oat« ply along wagon road was long ago cut into thIolifF«nlnr .1 T "^^ ^n? "'^"^ ^'^^hes, and a the routes to the C\-irib„o distr S wh?rb «mi I/'^ *''*' lower Thompson to form one of colonies of Chinese are busily e^^^^^^ gold. Ashcroft, a modern town wrthseterall^nT. "• ^''f -l"- "^^ "^«^ ^^^^^^ for point for farmers, cattlen eHud mrnerri th^ is the supplying Bakerville and the well-sett ed gold mining re.^* on of h« nLl-?'"'''- '? ^P'' ^'^"'^°«' ing here, however can onir hn ^rm-» i • ^- ?• *** the northern inter or. Farm- str^eamsflowin'.L'^p"cLn°nL'renZs& '"^^^ '"««* of'the limited areas of bottom land. ""gation difficult and expensive, except for Fruit-raising succeeds wonderfully well The Tiiiia o„/i * i ered with nutritious bunch grass andrr^^ino^wln I '^"^^ t'^fploss valleys are cov- dustry, an industry which i^constantlv on f7>J^^ ^^^^ ^^ * '** "''"* iunjortant in- IKRIGATINa DIKES AND DITCHES. aud its adjacsut ooiiiitry bv iiSiat L nJw"" ** 'l™»riM,a section ffii 54 CANALS OP CANADA. ■1 1 aTZt'T\'T "/'ir r""™»' '»'' '"" '"'»We to Kle, '„l.tl i,re more n- 28 lSSsfv/?f^-'*'l'JN^'''^^^^'"^'" amended in 1883, and again April 28, 1888 (Victoria 51 , is intended for the relief of the settlers i.dnw, ers of land upon Matsqui Prairie. As its object s In a 'wrerwE^^ the inquiry of the circular I am now answering, aiul may i^a.ne sure "contribute to the complete illustration of the n.po, a1 1 matS "m MATSOUI LAND COMPANY. r.t'r.,rr'icS!L^i'E.t;^''«'' -'• ''''• "■'' '■"■• •>-'.- -."la;-. The ^inds lie on the south bank of the Fraser River, some 30 miles above iS'ew Westminster, and about the same from the Hter o f 1 « district described in my dispatch. By a,„ act passed i 1878 ! M Berby was permitted to dike in the whole of the iTer la .Is it M^ts' qm, and to thus acquire a large extent of the cou.it^y Nei- llS-' from ^iol\T ^^"^'^ ^^ *'^^, '''' ^" P'^>''»'" '^" '^«si««nfent ^ u g- %T]lf3 t^^I^ "''"' according to the situation of their farms/and ny:'^'}V: au;;iutug iiom tiio conjunction of the dike liie highest freshet known to have occurred in the' Fraser prior to m i; CANALS OP CANADA. 65 Hf .IM « TfS . ? ' "'"^ ^^r- ^^^'"^^^ """^ required by the net to build u (Ike 8U tic eut to prevent a similar overtiow. He did thi8, buildiuir a d>ke a loot lnKl.erti,m. the 187(5 level. The work whs complotodM! l»81 and cost $<(),()()( >, it being 7 miles lonj; with a breadth at the base h'Zr'ZT^^^^^^^ In 1882 ^the water rose about a foo higher than 18/6, and overtopped the dike at the upi)er end, making several breaches and bursting two flood-gates across the mouth of the sloughs. With this exception the dike stood splendidly and proved to have been thoroughly well built and adapted to the purpose. Never- theless the enterprise is now suspended for want of means fiir* ^.^V«J"'e"ced engineers have recently inspected and reported on \^La a'- \! • /I''' m?"'« "^^""^^ ^^'"e l>>'i«ed in thorough repair and S?. wi'° ?''^^' • ^^1 ."'^^'"'^^^ "'^^ '■*" ''^'^ necessary to replace bulKheads, stockades, and increase the height along its entire length iCi4(fnnS"*"T?H'"""* '" *-'"^ '^r^ ""'"^ «» ^«t''^'^^' -'" cost no mor^ tnan «4(),000. If the convenient sloughs may be made available for oflf- take drains, the estimate will greatly be reduced. The present dimeu- . sions of the dike are 4 feet in width on top, and slopes of one and one- Halt of one, and it is proposed to raise it 2 feet above the present level. which will give a height above the flood line of 1872. It 18, as I believe, reliably stated that some 12,{)()0 to 14,000 acres of Aor 7'ilr^ '"^'^^ available under the dikage act, at a value of from f Jo to f 3/i per acre. Previously to preparing this dispatch, I addressed notes to ex-Gov- ernor Cornwall Governn jnt Agent So es, and others, so that the in- formation which I might forward to the Department would bo as com- prehensive as possible. In this manner I fully expected to secure a great deal of information in regard to irrigating canals or ..„c. Ti- X , Septmither 30, 1889. i..„ t^ • ^ ■ T'-^ *" acknowledge the receipt of your letter of the 27th instant ask- ing tor mformatiou on behalf of the Department of State, for th^UnUed States regarding ca.ul. for transportation and irrigation in this province ' r.S\rr^ I' ii''^' *" ^''^ *^'5* ^ •*^"' "°* "^•''■™ of the existence of any canals in this Prov'nce for the purposes of transportation. ^ ^ the wesKfin.mSi*I"' J T\'"^ ^^^.' •^™'". *^« '^'^^"' «'«I"^ «f the Cascades to lue western loot lulls of th.- Selkirk Mountains there s a larao exttiit of arid conntrv of irH Ttion' * Tlfe VT'^ "' cultivation, without the artificial use ol'S by ZS wnnM^? -, 1 *^/' '" *"^"'''' '''^®" .-ippHed in connection with irri.ration, and as it Wn in"h?s7r?vtcr""^ "' ^'" ^''"'^^ "^ '""^ Uu.on-notably CaUfornia-ia'ui^ ntfn *!"' PO^V"". "f til" province above indicated, land suitable for cnltivation is situ- ated, as a rule, m the numberless small valleys, and generally of liniited extent and rne legal title to water for this purpose is governed by provincial Htatnte t^ wliinh ^,^,!^',^1^,,*'-^:":, '*?'•)• Looking these over yon will see at once that the term can ffi V?;? s ;.,] tr^l. t" '[^'Sation h. t n« province. Any further information that I can gn e I shall be most happy to lurnisli you with at any time. 1 have the honor to be, sir, your most obedient servant, F. SOUES, Government Agent, CANALS OP CANADA. Mr. Cornwall to Vonml .Sltm tin. ItorliapH fiofi, ;ji,|,o()o to ri";vv«;^M;,„urH,lo,^;:S;,^l^|;,;;!:;[',:;'^^ ". 8HMft,rd ntton,pt,ul to • ni.l<'H, and ,.t, n .vmt. of n\L,t mm "" """' '""■"' » '"stunco if sonio ontH TlH.r« „,,, aIso^,,l:' i„' ;, , /;;\! "•,; ^^-'-'f " '";• ^vorki„p with nicorroct Kra<\. t ..If. of (iM-m I havo no,.,M„o„al irn.vKLw I /'.'"'' •''"'""•'' '•"'^' ^ '■«'«••«' «o iay tlio tiiMo will ,.ro long . rriv,, wl. . I. ,T r ., ' ' '"*" •'""""'inlcato. I rmv^oe tUit country i„ Hvailal.I,. S>r rr Jati, w 1 .' i/ '"\ r^'"'" ^^■'''•"' '" """»' pa N '/ '* e^n"t^^^t^! --f 7£ lvj--!;;::i ^£ taken. AlM.onjrl,, as yo,, ,vlll ol.Horvo. I o 8>H- I ..ortionH would bo frui losV- wi I il "^'^'Kf' <>» Mu< cultivation of tl... sol and attained. It is hardly n^eils'srr'^l^oiXrH.a^ •»•« "'"'*'-• ''« \> th ron.nvod expressions of rec-r..f % .If i . -^ or inipossihle. 8poo,(,cmfonnati,M,Sn,luMlirecf?of/vo« eek '"" ""'^^''^ *° ^"^"'«'» J"" with more I have the honor to be, dear «ir. jour obedient servant. C. F. COKNWALL. soil. Tli„ l,„.,.,.«.,n ",,'■"'" .'^■' ."'l*?l'» '» credited to tli,. ,vrn,„r r„.„-r- "if If i il li %\ CANALS IN BRAZIL. 61 are, however, Hurpassed in many nlaeps in tlio rTniforl sj^nf^. . i , • iHalio. I Haw in 1«7.3 nour fh« ^ , .1^ 1/ • "^ ' States, notably in tion <,alh,.l ^nZmH»'i7L[^^^^^^ «'vor,,|.Mt after l.avin^r ti.e Hta- "•Ml in tiM, min eSrnev "no Z'i'T''-'"'^ ^''^^ Amopolis, inarkable as the Giant Su.seway. ^ '^ "^ ^*"'''''' **''""'^<^ '^« '•«' BOHEBT J. SteVKNS, VmiED States Consttlate, Con^wf. Vic'^orm, October 24, 1889. SOUTH AMERICA. BRAZIL. liEPOn'T ST CONSUL IWIfSTEr, OF PEllNAMIWCO. WATER WAYS. tniflic or con)merco and /• 1. ?« f«J^ ?i ^" ^''® ^"^^''^^ advantage of SO and 90 inel.es perTiimun ''" ''"' ^""^'^ '''■»''''«« between tl.oy are 1 rotectod l)v u^orU m' \vh^ . ' '^" 'f "V"^ business, because consular listricrw it, occ ,t onn 1, • ^"^''•^'? ^''e coast of this whole and from the Sa^, tl^S^S re^F'i'''lf ^/^ admit in^jress or egress to "Finland and formVa gl y LS »"'« ''^''^ *'"« ocean upon the land an". 'nn";"-*^'^^^^^^ "^^^ ^"^ coi.stant loading and unloadiriffof h«m.l '. '"idnight; this requires fnlly say just here that 1^1 n^^^^^^^ merchandise, and I would respect- si«i.t of this fact ami export tirefrS '""^^ ^""'"'^^ will not bear the handlir ,„ a 'm^^^^^^^^ Packages that they fore, not so readily so ms l^irnnS.l "^'^ ^^ * "'^ ''^'''^' ''^"^^ '^^o, there- aware how said goodrr^chttS'/"^^ 7'"'^ ^''^' exporters are tion of Hour in thSconsuhr di S "?*^' ^or instance, the importa- barrels per anni i r t^ ^wl. fSn'r 1' '^'ll*''' an.ounts to about 200,()u0 but now Austria /pp is mttLalfo^^^^^ ^i"'," '^^ P"*^^"' "^'^^^^ two Austrian lines of s eifnu "s Htpk 1^ ? vTT 'll^f""^ ''°'" Trieste in is owing to the Austria' t,frSSfg'£te^^^^^^ Whether this change States I will not sav huf o,.i fi • • ^^ *^"'^" ^"'"^ f''om the United while it does ,00^,; o t rouS^i.TS "" ^"?"*^" ''^'''' ^' """'^ this barrel is better fiTled and S^^^^^ Austrian bnrr.l nf «o":'S.'l"'L.f™"?er so much so tiiat should any be in the barrel wh^riVii mj;"' w shl?^ l^i-%hoih heads wouhl still feet both heads would L t wM.c it ami U^.^-u'r'' ^'"'T^ ^'^^ ^^ at once, if an American barrel 0^:^^- J'^IJ^^I^S'^^:^ 58 CANALS IN BRITISH GUIANA. rule l.oMs g„o,l ,„ ,„„„„ i,„t„„c™ of otl.e/ Americargaocl.Tmport™ H. ClIllISTIAN BORSTEL, United States Consulate, Consul. Pernamhuco, October 14, 1889. BRITISH GUIANA. Demerara. REPORT BY OONSVL WALTHALL, OP DEMERAItA. n Jw TT "''''"''^" and "trench," ' used somewhat iiuliscriminatolv structed for purposes of public travel or traffic, or so use eTceot to h united extent, by consent of their proprietors or mauaS There aiP noronn?.."?"^''^' ^^"""'^'-^ constructed and inStS for the p^r-' pose of introducing a supply of water from the streams swimns ^, ml 7^":^^. ''" "'"'^^ ^^ '''' ^'^^ ^--' vil,agei;'i"3:atirs tlwrHfv'M^ "'"l^^ important of these is the Lamaha Canal, by whicu the city of Georgetown and a number of sugar estates in the viH tv are supplied w^i water from the Lamaha Creek and ts affiants Th^ SeS ofT?;;.'t''T";"'' "l^^"f-'^ ^^"^ «" '''' '^ width '^^rau'aVeiage Pffi^ if K ^^^^' Its construction-commenced about 00 years affo-was eflected by means of contributions of labor from the parties in teres t^l aided by loans of money from the Colonial Governme the iutereat on wh-ch and the expenses of its maintenance, enlargement, reS are met by assessments levied on the city and thfesta esTtere^tb' The management is vested in a committee of six persons of whom th,e« are chosen by the municipal council of Georpetown and three bh« pr-.prie ors of estates, with the high sheriff of the county (Deme^^^^^^^ which tl',e canal lies, as ex ojjicio chairman. The quantky of w^^^^^^^ Sr^y WSi^xiir buffi,""^'"'^^^ "^ ver/raSy^l^f ^. a lUL supply IS abundant, but m the dry seasons is re;rulated bv nermi^ ting the various - kokers " to bo opened only a certafn numbeTorh^urs in each month, the time being apportioned mainly accord hi jr to the quantity of labor originally contributed to the Nvork bfthe Tesr.ect e estates The city of Georgetown being situated at th^termirus of ,e S'^Sl^c!^ i? inS^^jIStll— - ^PP'^ *^ ^'^e ^S^ tZ Tliere are several other canals constructed and managed on the same sm^ ' See consul's supplcmon', to liis report ou irrigation. irom CANALS IN COLOMBIA. 59 the streams, lakes, ami swamps in the dry seasons, dams or "stop- offs" are built in some places, constituting extensive and permanent reservoirs in the rear of the cultivated hinds on tlie coast. The water brought from these, by means of canals and sluices, is employed, not only for the internal navigation of plantations — as already explained — but (especially in towns and villages) for various domestic ])urposes, including, in seasons of protracted drought, when the rain water in tanks and cisterns is exhausted, even the drinking uses of some of the inhabitants. W. T. Walthall, Consul, United States Consulate, Demerara, 'November 8, 1889. \«iv COLOMBIA. REVOni BY YIOE-aONSUL WHELPLET, OF BAItRAKQVILLA. In reply to Department circular of May 2 on irrigation and water supply, and the one of July 31 on the kiiulred subject of canals, I have the honor to state that there is no system of artiticial irrij' tion in ope- ration in this consular district, and I believe no enterprise of that na- ture in the country, with the exception of such small ditches as may be in use in some mining locality for sluicing. There are no canals. In 1783 a monk of Novita opened a narrow water way for canoes between the headwaters of the rivers San Juan, on the Pacific sivi'« ■" 400 il. V. The smiil are tlie canals said to have liri'ii in existence. HiU Country s iihcrlfss snialli'i' oiu's, iiscil fn 40O Thf ••anals sliowii lie.v aiv those on wliiuli small .■nift niiiy ply bi'sicl.'s i li.-s.'. I here aiv ''''!'''»'''»■'*« ^"''V,, ll. C. T1.0KS''r '•anals t^onneoting these main ones are said to have been dug at vanoua times smee then. !ounti a,v >,>Mnl,.rU.ss s.nall.r ..m.s, ms.mI fnr irri^.tiuK tlu- fi.Uls. Those mavU.d .lu.s : r : : irioua times since then. are tlic ciiiuils siiitl to liave bi'eii in existence CANALS IN CHINA. 66 / see are boats going and coming filled with freight and passengers. As to the extent ot trade by the.se canals, it is inipusnible to ascertain. From the Ohinese customs we hndiu 1888 there was di.s! ibisted by these canals 115,044 pieces of cotton goods, 353,880 gallons of kerosene od. ami other lujports in proportion, to the outlying tow ns and cities of thisUiatrict. The transportation of tea and other native producit. which pass through the lekiu stations or interior customs, which are under the control of native officials can not be got at, but is immense. MANAGEMENT AND PBEIOHT EAi KS. The mauagom(>nt is by the native officials. The navigation is free. Ihetr principal duty is to see there is no obstruction to navigation and keep ui) the repairs. 1 can only give the rates to Hangchow, as it is the principal citv which transports freight to and from this city. It is 140 m ^s from this port. The cost of freight to this port is about 50 cents per cwt Ihe cost iH greater on < bis route from the fact that many haulovers take place, that is, to luiul over from one canal to another, and from the river to the canal. Then there are 5 miles to transport the freight bv coolies at Hangchow. The overland transportation by coolies from Jeng'hua to Taichow, distance 100 miles, cost $1.15 per c\n t. But the freight IS much lower on tl« > Grand Canal, where there are few haul overs. Passenger rates an very low. Our missionaries do nearly all their traveling by canals. They take their bedding and provisions on the Chinese boat^ and travel \ .ry ch( aply ; as for instance, ihe fare from this to Hangchow is about 70 cents. lEElGATING CANALS. Canals iu China are more uumerou 4 than the roads in our most popu- lous States. Branch canals are excavated from the main canals at short distances, from 100 to 300 yards. These canals run at right angles from the main arteries, so that all the fUrmsandgardenscanbe irrigated ivhich 18 done by wooden chnin puuips made to reach the water from the bank. They are worked i / hand or ox. So all farms in the val- ley are ungated, always insuring a good crop of rice. The boats are propelled on these canals -v a process called by the Chinese "Yo-lu," that is, sculling, usin^ 2 or 3 men wi'^i oars for this puri)08e. Ihey also use sails, which, when the wind u- fair cause the boats V make 6 or 7 miles an hour. Numerous bridges cross the canals, mostly of stone. Tf.. canals are thicl^v settled with villages. Tou never go moi.> than 3 wiles on the canal.; without coming to n village; all seem busy and full of life at every village or large fn'^. ouse where the canal is bridged. Accompanying is a dra tg which will give some idra of the extent ot canals in this portion of tuis i)rovince. !>' the northern portion they are still more numerous. Thos. p. Pbttus, United States Consulate, ^^^^^' Ningpo, September 25, 1889. H. Ex. 45 5 ^1 I 66 CANALH IN CHINA. THE IMPERIAL CANAL. liEl'ORT BY CONSUL JONEH. OF VIUNKIANU. The imperial canal of Chiua, linown the world over as the Grand Canal which extends from the a..cler.t city of K wa-chow: some 3mUe8 above Chinkjang to IVkinjf, a (listanceof (iSo miles, is a work of vadous afjes, and is but partially artilicial. ' '^""^ "» vaiious The original object of its c()ustr..ctiou was to supply the capital with ood durn.K he t.n.es of the predatory warsof th« Mo. jjols, an i s m v use during the Kreater po, ti..n of the distance is to conv-ey to he caoi d the nee tribute from the provinces adjoining the Lower Y ant' sze Urver BtZ^'^:,r"""' '"' ""'"'"' "' '*" ''""''""^' lio (tile aS The portion of the canal from Kwii-chow to Tsinp-KJang-pu about K) miles where it formerly crosse.i the old bed of the Slo w Ruer dry since l.S.,4, when the river, at a ih.od, deserted its former bed and ma(le a new channel to the Gulf of l>echili, is mainly natura!ad dates back to sonu. seven centuries B.C. The intermediate ptt between Tsing.K.an«-pu and Liu Tsing-Chow, in the extreme northof 1 1 e prov nice of Shantung, ,s for the most part artificial, and dates rom the Yuen dyims^y, in the early part of the thirteenth century I rom Liu Isiug-Chow to IVkiiig the canal occupies part of the course of the river Wei, more or less navigable as far as vvii-k ng fu L the province of Ilonan. From Tientsin to Tung-Chow, ii^ Id e manner Ihe grain ,s carried along the Peibo Kiver, and tVom Tung-Clow^o Peking a distance ot some 14 or 1.5 miles, ad vlintage has beeu taS of the bed ot the u weu-ho Uiver to form a water pas.s^ige, through whic the ri-^fi transterre.1 to small boats, is .Iragged with ditHcultv ' Ihe hist portion of the canal is mainly formed bv conneciinn- 1 sfrintr of lakes, of which the Kao-Yii and the Pao Yiig arrtre^.rSal f uim.uarge ot the KaoYu Lake Iroiii Kwa chow to Yang-chow To jMcvent the aoodiug of the lower country, an important line of embankment hasbeeuformed all the vvayfromYang-ChowtoHw^^^^^^^^ a distance ot about 100 miles. Thi.^ embankment is the prhSal and udeed It may be said the only important engineering wo k hi connect • a\'u.:t^e^7foo feet'Vn i" ''''"''' '^T '" ^^ '' ^-^ ^"^'MviUi a width at ine uase ot 100 teet, and is jnerced by numerous overflow or irrisat- ug sluices. With this exception there were no materTlTbs acles to be overcame in the construction of the canal reqnirinreSeering W KA V'^T^ ^'''^?' ""^^ '" *'""*"^ theconnecting linksand in buTd em,.loyed '™'"''' ^" ^''^'''' ^'" '"^^"' ^00,000 men were a? times The river Hwai (distinct from the Wei spoken of above), which drain<* the greater part of the province of Houan, and much of Cof AuhuT formerly flowed past the town of Elwai-an-fu into the Ye low Sea hav Lfke" ' ^""^^^^^^•'"^^^ the large body of water known a' the Hungt«Ie At some time previous to the twelfth century, bydiggino- connecting channels the waters of the H.ingtsze Lake were fed into the Tao y/ ami the lower course of the Hwai, from tue Hungtsze to the sea/becanm .r,7r"%'^u'"'^;r^r7"^^^ by theefnbankmeiftarovemr iV.U"«#;i -P'eaftiug over the lower country, they were led alonff the Ime of the canal to the neighborhood of Yang-Chow; some 20 mites nlrth^ tr^ CANALS IN CHINA. 67 tie Grand lie 3 miles jf various sital with ^i its only [le capital ize Uiver, le Grain- i>u, about >\v River, bed and ind dates l»etween liie prov- from the le course J, in the oner the Peking, ■ the bed the rice, a string Bipal, by e former ; line of ei-anfu, pal and couuec- a width irrigat- acles to iueering nbuild- t times i drains Auhui, ia, hav- uugtsze necting lao YU, became ^e men- )ng the 3 uorth- ■M'-^i eust of Chin Kiang, whence they fouiul their way to the sea by the town of S en-uUraiao, partly aowing into tlu^ Yan«l,s/e and partly irrigitinu the fertdo dwtnct known as Kian^^ l'.,h or " North of t^lu^ Kiver " In the beginning of the thirteenth century the ohl Yellow Uiver. which then discharged into tlie(JiiironVchi!l near the northern bound- ary of Shantung, burst its right bank, in the prefeetnieof Tungehang- fu, 111 Shantung, and (lowed through the level strait between eastern and western Shantung to Ts.ng Kiang-pn. Here it seems to have occu- p ed the former channel of IIu-l I wei siioken of above. The time was one ot political trouble in the Empire and the Yellow River was probably neglected; anyhow, after occupying this channel for about 80 years, a fresh bieach, also of the right bank, occurred near Kaifung-fu, the cap- ital o Honan. The waters submerged the same country as in 1888. and dually making their way to Tsing-Kiang-pu joined the former course and made their way to the sea past llwai an-fu. As soon as the new course was put in some sort of order the possi- bility ot occupying the portion of the former channel from near Tunc- ?n H.S F i«'uj?K'aug.pu, as a canal, seems to have presented itself to the Emperors of the Mongol dynasty, then ruling at Peking. As there was not a suliiciout supply of water, connections were made with ih!u n/' ^/in, flowing iTom the celebrated Tai-Shan, in Shantung, and JtfrS n' formerly flowed directly into the sea near Haichow, in the extreme north of Kiangsu. Both these rivers rise in the highlands and spread out m their lower levels into more or less shallow lakes, varying in extent according to the season. As the soil to be excavated-the bed of a post Tertiary sea-vyas a light sandy loam, and the lake lay close to the course of the channel, the work involved was of the simplest, mainly li^nrll A?* '?'"^ masonry dams, still existing, which turned off the JJllu ^ 1'® streams. Kising in the highlands and having compara- tively short courses, the water of these rivers is subject to sudden fluc- WaJT't '''^•*'"'''''^*'-^ ^?"''^ *■'*''" Lung- Wang-miao, its summit level, to Ts ug Kiang-pu, is almost dry, while at times it is too full to be available for traffic. The bed falls considerably, and in order to fni'^r^.V H dlffl«"tya"d obtain water enough to float the boats mak mg use of the Sanal, the Chinese engineers had recourse to probably the most primitive and ineflective expedient ever' tried At intervals the banks of the stream were contracted and what are denoinlnated "Ch'as" built; each of these consiSso^ a masonry chamber 22 feet wide and from 150 to 200 feet long grooved at S sidestopermitof banks of wood being slipped down to form a dam! At ordinary times the canal is closed, but when the rice tribute boats arrive the sluices aredrawn, andthe boats are laboriously towed through the sluice, a couple of hundred men working with rude capstans, being frequently required to pass each boat, an operation involving from half an hour to an hour. Owing to the waste of water involved in this opera- tion only a tew boats can pass at a charge; the remainder have to wait till the dam is replaced and the upper reach filled with water to a suf- hcient height. In consequence of these delays the boats bearing the rice tribute startingfrom Tsing-Kiang-pu, in the early spring, dS not arrive at the summit level, at Luug-wang-miao, till the middle of June their average day's work varying from 7 to 11 miles. From Lung Wang- miao northwards to its junction with the Wei at Liu- ising-chow the canal is wholly artificial. The soil here is a liaht loamy sand, and with the exception of a slight slope of about 15 inches in the mile towards the Gulf of Pechili the surface is practically evel! In selecting Lm-Tsing as the point of junction the Chinese engineirs " J? -' " — ^ '^r-:M 68 CANALS IN CHINA. With no knowledge of leveling beyond the flow of water in p .lif.h t!ie e^ipue. Il.d n, ever been nntde use of for any commercial purpose t CANALS IN CHINA. 69 '^n^r'<^iiz':^%:^:7^^,£i^!^r -'"-^ °'""^ "-'^' *» A. C. Jones, United States Consulate, Consul. Chin Kiang, November 4, 1889. t I \ m. I RWW!^P^I((^fc|»^j m. I AUSTRALASIA. NEW SOUTH WALES. REPORT liX OON,SUL ORIFFIK, OF SYDNEY. ^in^Sn''''^''"^ ""^^^^ ^<^"t^ Wales, although comprisiuff an area of 310,700 square miles, contaius barely 1,100,000 iuhabitants «ml ff ti« not be expected tor so limited a number of pco ^ to flSd 'tSf caiS S w>/? 'll'^'^^P ^'^'^ capabilities for caJialLtion arundoubtedlv exist within this vast extent of territory. uuuouuieajy My reports to the Department of State dated Ist and 30th of Onto ber, on irrigatiou and tfie reclamation of arid lands, wiU show how bfc?e has been done even to conserve water for pastoral and agricSural purposes. The New South Wales Government has now taken up th?s f.r,^^f r'^ energetically, and large sums of money have been appri priated to carry on necessary irrigation works ; and it may be ex ected that m a very shorL period a number of irrigation canals will be under course of construction to be followed, doubtless, by otherTfor naviga iw^rrpPn'^"- ^^ ,C^overn,nent for a considerable period has been aware of the great advantages to be derived from such canals but as yet the only sums expended for navigation have been to cSr the Hve^s from snags and other obstructions. The sum of £80 000 /Isso S^O l?«« ^nTr^-'."^'?/" *''^ "l^"'^^^ '^' improvementstrfiXer&r iu. and considerabe more than that amount on the River MurrumMdgee I learn from information supplied to me by Mr. H. G. McS^v Gov ernment engineer for water conservation, that the improvement^ on the Murray Kiver have be^n mainly dealt with by the neiglibS col onies of Victoria and South Australia, the boundaries of which are formed in inirt by that river. The riparian owners and occu ptrs of land along its banks, while admitting that the work harbecfn of benefit to navigation, are said to be very decided in the opinion that thei> 1 ind has suffered great injury, for the reason that the removVof the oTstruc tions occasions a free flow of water, and at the same time reduces the level of the surface of the water so that in time of flZ X a m, re 1 m 1 tedareaof land can be benefited by the overflow. It is noUlesirSl that this Slate of aiiairs should continue, but that s^me method of irr^ for rvtISon ^'^"""''^ ''''''^ "^'"'^ ""' '''''''''' ^^'^ improvements nr^n?^''''."'''''^"' ^ t^^ ^''"^'^ «f Sydney, a short canal was cut bv private enterprise to improve the navigation of the river of the same name which flows through that district, but it can haidlv be resided Ihe'S'irnfT' ^ "'"'^'V*^"* "^ ^ "'*^^« «"*^'"ff t^ improve ami Sn'e the flow of the river. A number of cuttings in rivers have been made by private enterprise in various parts «f the colony for irriSn nur !!=T^^.t,l"^if^'JSP-^-L«^' -^^-^ ^»«tribute the'flood waSrsTthe 1 '-."^"iy. iucau cutDings vary iioiu U to 14 teet in width • us flio country m that district slopes gradually from the banks of the riVe? the 71 i "f • ^. . -J ! hi 72 CANALS IN AUSTRALASIA. Iniid JM Hooded I)v flfravitiiHoii On .n n > n.owestonMliWctiTiffS'i.V^^^^^^^^^^ V""'^ ""l><»ifi".f rivers in . I>uri,o8o ci^ntriih^ ^^'"^'^^"^^ "" ^>-V, l>"'"Pins and for this directs uttentioTto tin! cvufu s inZd^ ?' wi*^ T "'« ^^^'^rina district, Ho says, wl.en dealin«\ 1^ one t ^^^^^^^^^ tlie area wliicli eonid bo irr^^J' /i hi h *^ the value of water and Mnrray and MurrurnbidgerSs: ^ ^ ^"^^'^^^^^ '"^^'^ ^'^^ '^^ There ]» anotbor wnv in «'iii«i *i ■■ valned, an.l that in by CHtimaLff he extS'fl^nH ^^''^'-'^^ *'' ^° °«''^«'^ "^y l>« In the lir«t report of the eomu^Sn U L Intii^^ (^.nivlallowofl cubic foot ptTH-Zu Jrir./fS^^^ that on the Eastcxii Jumna of wafer from the Gauges C\inair,/S^^^^^ merit of the water iHcon.^cteronsSn^^ ^'^ l'^"'^ ''"««« t^« "I'l^age^ •en.ark, and it can „ot be too ,.fte.?nS' e 'f at U « m t''\P""^'V'^«- ^ '"«y J»«™ that we must look for information r, .J - n, ' I V'l^.t^ ^"f^"*' ""^ not to America A8 the table on this m,hK . t m firsf ±,^ otMi.'^"*'"'' «* irrigation management iBgroatly ,. advancoof otlHTconntSs^^^^^^^^^^^ Auieri.-a, in t (,« order named. I Ts not nobul, e f LtT^.K^P"'"' '*'''^'' l'^"n««. an^ some time at iei..t, attain to th.^Ind an Htaml ,r il " ***"' *'«»ntry we shall for will be no crops in ii'verina JuiTwO JS'«^\U'T"^ "^ '^'^t^^"' l^»t «s there sugar-cane and rice, whicli are comjnm, 3 5^^ '^ l'^''^" Proportion of water dh be assumed that here 1 en lie Vmt Tr" .M-m^^ viiV?^' •'' ^"^^ ^ """^ it may saleL case of the Mnrray, I est mated tli[M4i " ' irrigate 200 acres. Hence in tht capable of in igathlg Co6™00 acii n '.fri?:?.^' """'^V^ /!>« "vailable s' ipply is the short duration of the liich sunX ..V, i^^^fi *l"*'i*'""'^''o">^ reservoir. It will, howeve fei sa^f 'uier L v ^llT f ^^'^^'^ ^^'''^■•' «« ^ storage 'ffio"^^'''P^^'''^y "f ^^^'^^'"'I'^lS^^u^,^ r^ tfko the average loO 000 acres during the remainder of to ve-ii 'pL^f ^' >' river below ranal at the off-take woiil.l de ,on i ,., , '^^* reduced level for t lie bed of the n48-so near that iovel7rn"fict S n"^ ^"^' '^ »'-^ '- ^!^-t affect my conclusions. '■'"trt nco which can occur in regard to it will cross the line of the Narrandera-.Ier leVie R^ii' iv nV^ !?"]''" *^' """" """'^1 ^'i» conlinued, its reduced level at the cross ./wi I bo Ar^4 /-^l"] ^'""*^ '''^'^ ''*' <'"" i>e crossing under the railway, at about Urn esfr„N ^^' '1""^ ^'^ "• «'»table level for head of the Conargo Branch, at 77 ,, i cs th/'A w fn?^"^""!- ^''■°"' •'« "'*1^'« to the nches per mile, and the reduced .'vel 'lU I^^i. V ' ^i '"^ continue at the rate of 18 head of f he Couargo Branch to the h,. > l .f Ti n '^ ^^^'^"^ .'^''"^'^ ^^ 4:}2.5. From the fall would be at the rate of 2 feet ..r,i ^^^^Yi'i'Sonilla Branch, at 10.3 miles the tancowouldbe;mir,. tVo„ thebeni 'li' '^Iv *''" '•*'•' "^'''^ lovel'at the la ter'dis Comparing these levels with othAr« .mf. ,„,.,. , . , place oau easily be tound ibr cros^ng the Na^a^ae;;:;j^;^dS?;J ffli/i^^ f J^fifi ^J 1^^ J ^J ii^ 'I I CANALS IN ACISTRALASTA. 73 Wl!ff^vV*" 'r»""^«^ ^•'^""««' lev-H H '2 .J wiiUo t haf of h'''^'"^ ''."'''''^'•^ °PPO«i^« Whilo, thoroforo, tho ixwifcions of th,/^^ r,'.. . ^"^ ,"' ^^^^ ground at Hay is .'504 good approximations/iU ov Zt botl^Cu tl^S^ branches arc given^n y as confi^nration of tl.e country tb^t both .uwtt,^ "? ^'""^"/"^ from a study of the feet h Kher than the ground level at J^; dorie The^iuJ" ^^ ^^'^'^ H^'> '^''^ i«- 87* Lake Urana to JoriJdorie is only ^^3 miles It is if n„.f *-*,"''®. V * ^'""^c* 'i^e from from the known uniformity of the d sS* th«f A ^*'l'.'^^'?*.f''°" tliese figures and pains between Lake Urana and JeriTdede d* rect ioJ??h« 'r?**"'*? "^ irrigating the nimbidttee Sonf.hHin Punoi ;„ 1 , '"^.V'™"^. *™'n the Urana brannh of fi.» iu.,_ Main canal from head to Urana hranoh. tTrana branch Main canal from Urana branch to Conargo branch. Conargo branch Main canal from Conargo branch to Wangonilla branch wangonilla branch . Main canal from "Wanconilla branch to 120 miles. Main canal from 129 miles to \m miloB. Main canal from 156 miles to end. Double trapezoid bed • wi(.th = lOO foetl borme width^^Ui feet. Bed width =62 feet; bermo width = 108 leet. 096. 2 Trapezoidal bed width = 43ffcPt. 218. 4 Trapezoidal bod width = 21 feet. 8a». 6 I Trapezoidal bed width 302.4 Trapezoidal bod width = 1.5 teet. 3o4.6 Trapezoidal bed width = l.'J t'e„t. 109 Trapezoidal bed width = 14 feet. 110.4 Trapezoidal bed width = 8 feet. The approximate estimate as follows: for the quantity and cost of the works in this system is Description. Headworks, half share .. Main canal, firstpart as above! Urana branch LranaT.ako Main uiiial, serond pait Conarco branch . Main canal, third part VyaiiKoiiilla l)raiidi ... Mam canal, four th jiart Main canal, lifth part...:.:;::: " "SRSl,-!X!::p^rt Total for work Quantity. Rate cubic *^°8t' yard. Ouhic yds. i .,. ^, ! Cost of roKU- latiiit; works. 6, 408, 000 4, 928, 000 200, 000 3, 29,'-., GOO I,2t<8, 3L'0 1, 4i)4, 3^0 1, .'■>76, 9(i0 675, 840 liOI. 800 .1. JE400, 500 287 467 15, OOli 192 24'? «( 410 H7, lOR 01, 9f-!) 39, ■m 0-. l\iit\ 19, (.67 Cost of distribu- tary Heacls. £11.500 11,000 10, 000 12, 000 10,000 2, 000 2,500 £i, 000 8, 000 i\ 0(iO 8,000 6,000 2, 000 5, 000 1,600 2, 000 1,000 Cost of bridges. £12, 000 10, 000 Total cost. 5, .'■,00 4,000 2,500 4, OoO 1, 500 2. OOU 1, 000 £11,500 427, 500 321, 467 32, 000 215, 743 70, 416 01, 698 103, 489 42 i.9A 53:375 29, 080 1,372,381 #« '^— J .:f I I i 74 Oo8t of workd, as above. tiiirvovH Coutiii({ouuii!H (H«yj!i[m CANALS IN AUSTRALASIA. Qrnnd total. lo.onu 09, 016 1,452,000 ^^ «... .e at B.!-=a - ^^^^^X?^ tleiltJm^fnTro:^^^^^^^^^ Pl-'" country beyond, so that The riv. . valloy in at this place rnodorrow^rr P"«\throuKh. 'second. The do,.th of cntti«K, ho far ar.-a^ oTml-r 1 w ' ^"^ l>o»ndo(l by hills. Third, tively slight from the outset. Forh ttt th« v^f '\'\'''''l'^'' r"''' »>" ''""'Para- bo eucountemd will be under 20 Ct .inl hn/ H,f n'* ''f^*"* "'^ '=""'"« '"<"1.V to more than M.reo-qnarters of a 1 nile! ' f h That th« ""• '''''"";^ .^" " '"»f'"'"« «f quired to (livort a nermanont s 11. nlv inVn Vh„ . f t''«,'"<»X"|'"ui hoighf, of woir ro- 10 or 11 fe.,t-tliatis, about .r&rS ho oKf?,""' ^"'" T.'}*' '»«''« *'"^» to divert the supply for the G..ulburn irri^aio ' f V^^ "'°"* ^"'"°^ *« P^P"^*'^ th^rfc;?hi;- :jt.!ra5 tiryfe"^"^^^'^^^^^ -'^ '^vers, the Ml i„ ' t<3rmed '' Huniu.er level '^rAnmry^H4d^^rffi'^^ *^^ ^'"'* ^as been that the corr.>s|)..u,li„,r Un-el of the river »/«»? ^.V' ney h.shwater mark ; so be desirable to have tSe be of t e cmiil al ^XvTl!'''^' " ^•^/'^^'^ ^^'^- ^' *t would of the river.I propose 47VasJrrt;. 5^^^^^^ f''« l»"i from its head the canal will crosHhe s rvev.d I .« L ""°''- /*.'ll>o">' ^^0 'wiles cairn to Corowa, the crossing i)la,.,Li,M,f'ii,? °.,*''*^ proposed railway from Cul- 1:H from the later.lZScd'Lje",ffS^ ""'" ^''"' former place and ossaryfor the Government to c..n l(ico and > fall from I iu 5,000, tv that in own, bnt on of the II bo ncc- J ranches, ider hxt'd 3m. The Lengths. Mile». 60 33 10 31 TIO indera i^iiters. ie of a 3f the tiile of tting, 1 this 8, but plains A ^ CANALS IN AUSTRALASIA. 76 Description. Mnin cniinl, first length Main canal, second luiigth .. Jorlldorio brnniih Main canal, tliird leuglli '.'." Tuppal branch Main canal, fourth length. !! Totals . Estl. Minted iiieuii depth of oxca vation. Feet. 8 5 Estimated quautilieb. Cubic yds, 4, 7«7, ^00 4, SOfi UOO 720, ()(»0 1, 370, noo r>oi, 100 6, r>S2, 400 Rate per culiiu yard. t. d. Cost. Kemarks. 18, 502, 806 £3r)9, 040 300, 37.'f 30 300 85, 050 29, 555 383, 973 1, 184, 897 The depths of exca- vation assained nro considerably more than will be re- (juired to afford ma- terial for the banks. at «.:trat"ort?e%Trior '£Sr^^ rSti^e*^;""? VI} ^^ '^' -«""'*"- ontlets to distribittaries, and the"bdd^os%"' rol iV for c™sfrifflo™'A« t"h""'' *^i« will, as far as possible, follow rid-e h"ies thoro w II l^f, vl?t i.-f.i ^V'^? *'""''^» Excavation of canal and branches Weir at Bungowaunah £1,195,000 Eegnlatorat main canal head! :i9, 000 Three other regulators, at £5,000 ^'^^^ Bridges, 40, averaging £;tOO 15, 000 Distributary heads, 30, at /SOO Drainage culverts, 2, at £1,500.. ' SosTof t.rvfys'!r.."!!!"r^^^ '''''°^ cVibic Vard;::":::::::::::: Compensation for land...".'.* ' ' Total. 12, 000 15, 000 .3, 000 30, 000 16, 000 £5,000 Adds percent, for contineencVes 1,345,000 ^ 67,250 Total estimated cost. 1,412,250 Of rlpS'S^^^^^^ '" ""' interrogatories of rmne on the subject drSbmd:atn|:i"^i:*tatl?rt^^^^^^ passed, though a comprehensive servation comnifssion The dams wKbivi^li'" ^'"''^ ''«?"'•* «f *!>« water con- the colony, and on some of the H v«T« ^1 T ?? constructed on creeks tlironghout quently h^'ppens KTa.l\'%o\Sc"7t" e^'ut ThZ^ "'^'^' ^^ '' ^^«- ocoupy land lower down the courseof the creek orriyer.^ ^ ^ '"°' ""^^ °^° ""^ CANALS POB SYDNEY WATER SUPPLY. ^ The city of Sydney is supplied with water from a. ^istnnoo «f at ^;i^a ,L,'LT.?^'"'' ^r'" ^ ^^'^^^ ot 437 feet above the sealevdTudlslon ducted through a series of tunnels and open canals to Sject^im'les '**"»«I*«W«W»«NP, ' I, i I I i * ; 76 C4NALS IN AUSTRALASIA. from tlio Hoiirco of.sMnnlv T^m... fi,-^ .. IS con(lu(,t(Ml tluouffl wrouoi'; „?/^'*r'''''' ?* ^'^^'i'^^^'t the water of piping.- used in the wmk . " ' "'^^^ ^""^ ^'^'"^'« '-^"tl the leugth Tunnels Opna canals ....!." ' •"- . Kiles. .. 11* . 5i . 11 ■ n Total 12 miles from the outlet of the ma rarrt!.nn%*^^^^ fl'stance of about formed With straightorslijjhthLtterS^^^^^ channel has been bottom is 10 feet .-the width ipSa- , ''^- ^^^ ^^Pth from berme to The fall is at the rate (Tf 1 foof SfJ '"°^^' ' ^^^ ^^^^^ «f '^ater, 8 fee? necessary the walls were bum of mason^vTet'?;'"' "^^^^^ ""'W was the term nation of the sandstone conn?rv tht ^'^ ?^ ^° cement; from snale and clay. The dimen 3« ., ^ w^, .\^® ^^^^^ '» mainly throusrh «^I.H,ltol,. depth fiomri rberme 9fTef V^^^^^^^^^ '''^> «Ce of at top water level, 19 feet The s^llf^^^^^^ «tone pitching 9 itlches thick/ ThrnclinaHonn'/H-^"®, protected with per mile. The canal above Prospecrterm?n.fo5 ^^'\^ ^^^""^^ ^« 2 feet flow weir, leading the water in?o«^n?^.*®^'? ''^*«"' ^ith an over- flows into the relervoir. The ndinatS nf ^^, ^^'T^^ ^^^" ^I^i«hTt The level of the overflow wefr at th« «mi L ?^' ''''^"°^' '^ ^ '"^ 3«-25. 18, 48.16 feet above the high witer of ?h« 1^*^ ^^? "^''"n?' ^« 243.15; that the dimensions of the rese^rvoTr at Prospect ''''''''* ^'^"'"''^'^^ ^'^ Area of watershpri 9 f?ni „ **" J^i^hpecc: R. L. top o7dam'1(,9''feet aboUTY^ "^f*^^ «"^^«««' 1'261 acres • -level 195; lowest level to which wat^^i^t''^ ^'''^'''^'^ high-water width of dam on top, 30 feet • slmTpt^f be drawn for supply, 179 • 15-foot bermes at 1^.1 175' a ?^'47^* widf"h"^f ' ,'* tol oiL%ith rpToTpuSletn ^i?'f^^^ n^'^i^JZl wa„,widtLntop?3"&^^^^^^^^^ th J^LJS ome*trb7mtat'o7T^^^^^^^ -ried round ered into the canal leading from t hi Z. "''^ '''''''' P'l^^^ ^nd deliv- been laid from the basin aboveTheres^rvortoVh^ '^ S"f "^^^^ b^« the purpose of supplvinff the ikHprf,?^ ^ ^ ^^^ ^'^°^' below it for also to give head IrTe^^or^^^^^^^ and also serve for emptying the resefvlfr %h ^ *?"/"?' P*P«« ^^f^^red to 4f miles long, and the cross «p.h«« • ^^® ^f"''* ^^'^^ ^he reservoir is partly Ysha^^ed.^ The h gtwS level ^at'L"^'"' ''''''^' ^^"« ^°d canal is 175.50. The level of the ton nfJi ^^^ reservoir end of th« out the entire length of IhTs sectJo'^^L ^??To '"tIT- ^^"'^ through- allows an increased head to be obtScrfoV f hi i^*"'' arrangement Owing to the nature of the ground Son ZJ? ^"^'^^ "^^^^^ Sydney, covered in, and is virtuallvf .^nil ' ^ /^^ o,t thi8 section had to be is at the r^te of I incTes^^mHe 1^^^^^^^^^ ilT f fu ^'^^ '"^^ *" «^"al ing basin and pipe-head r?servor hat been boll? v^ '^il*^ * «t'"'»- to Sydney the water will flow through pfZ '*'" **"* reservoir •1 has been m berme to iter, 8 feet, lining was lent; from y through i,* slope of and width Bcted with il is 2 feet ;h an over- a which it I in 38.25. 3.15; that ►wing are 61 acres ; igh- water 'Ply, 170 ; ter, with 00 feet; greatest ; puddle e slopes, 3d round id deliv- lain has w it for oir, and erred to Brvoir is a>lls and of the firough- gement Sydney, d to be n canal Stiitiu- servoip CANALS IN AUSTRALASIA. 77 works, he states, with th« AvP^nH-.., '^^L'll"^.!^--'/--'''''^?)- ^" the M±r.^'l'J :."l"«..-vanls of .earthwork, and iiraised to sum: 7 w^aa* V i" the center. cient height to onabr6tbe.a,t,;bt.adi„rtoZ;c;v';,'l,™»,,,,,,uea available capLityTCi thou,, uf ! ml!;? TT" •""," "■■<»«>°' capacity Of o^ert^tuZLaSL of X«.' """ " «™'""* G. W. Griffin, Consulate of thp] United States, Co7isul. Sydney, November 18, 1889. 31 . i 1 1 I Si ifl i .'I J II J i ONTINENT OF EUROPE. ^. BELGIUM. UJ-:V0H1' •ONSVL PRESTON OP LIEQE LARGE CANALS. 1. The canal from Ghent toBruffes and frnm Timr. +^ /^ * ^ nectlDg with tlie North Sea Jia^h i"?; k&etre? ** ^ am™iu'rat:„!l&9lf2/8°;3' ™« "■'^'^-'"S '<>»«. ""d the total fran!L%o"tKr,Ln1J' tCIZ^^ f-""- "■"» ^,862 to 33.673 francs. ^""""s^fUectedfonhesamejearaiiiouuted 2. The canal from Ghent to Ternenzen, which aives to Ohont n,« • total amount transported 913 ')M\ fmiH t« i«fi«t» ' •' ■ • "'^' ^^® work cost 15'> l'}i\i-v^rul Ji'J^^^o tons. lu 188b the maintaining of the +r,n« n^ii Z?"''^"'" Irancs, and tor improvements, 9,996 francs THa toils collected amounted to 21,097 francs "> •^j-^^u nancs. ine 'S. The canal of WillebroBck, from Brussels to thfi Riv«.. t>„. i -^ passes through the town of Vilvorde the xHn«aA nf wn . "V®''* '1^ runs into the Rupel near the tiw^f BoL hn! U^"^^f«eck and communication with the' EscaiUand the sS ts fenS^is^.'^rrf'^' '^ tres. Its constructicm was begun in 1830 and finishefun i835 tT. kilometric tonnage in 1885 wfTs •>? '>r,'> ^>ak V^ ""'»"«« m i»J5. The transported was 1^074,585 tons '' ^^""^ ^^^ the total amount tttt^nt^trjnsp^^^^^^^^^^ '''' -« ^'^^^'^^^^ tons an"d t The river Escant, called i„ Flemish the Schekte. 78 IMAGE EVALUATION TEST TARGET (MT-3) A r^r 1.0 I.I 1.25 yo """^ ""3.2 2,5 iif !r III" :r Uii lAO 2.0 1.4 1.8 lU ■i-*i HlOl ^ Scieices Corporation i f <^- # M V ,^ >^^^ 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 87i2-4S03 80 CANALS IN BELGIUM. SMALL CANALS. 1. The cauai from Oharleroi to Brussels by Hal. It unites itself at Brussels to the canal of Willebroeck. It serves also for communication between the basin of the Escant and that of the Meuse. Length 74 kil- ometre:.. This canal has its branches which are directed towards the coal basin of the center,* altogether in length 16 kilometres. They are now occu- pied in the construction of a canal which will put these branches in communication with the canal from Mans to Oond6. These important works will give to this canal and its branches a larger section. It was begun in 1832, finished in 1839. Its kilometric tonnage ia 30,158,356 tons ; total amoant transported 789,927 tons ; cost of maintenance 131,888 francs, ind for improvements 4,982 francs. 2. The canal from Plasschendaole to Nieuport, which leaves the canal from Bruges to Ostend and unites at Nieuport at the Yser and to the canal from Nieuport to Furnes. Its length is 21 kilometres. It was purcha8<»,d by the Government in 1854. In 1886 its kilometric tonnage was 1,468,213 tons, the total amount transported 93.613 tons, the cost of maintaining 18,741 francs ; and for improvements 6,000 francs ; tolls 12,071 francs. This canal has divers branches ; the canal of Ouden- bourg, of Moerdyck, of Ghistells, and of Bourgogne ; altogether 12 kilo- metres in length. 3. The canal from Nieuport to Furnes, which follows up toDunkerqae; its length is lOJ kilometres. It was purchased by the Government in 1854. 4. The canal of Basse Colm, which goes from Furnes to Berques, in France ; length, 11 kilometres. 5. The canal of Lao, which begins at Furnes and rejoins the Yeser at Lao; length, 15 kilometres. Kilometric tonnage in 1885, 235,116 tons. Total amount transported 17,775 tons. 6. The canal of Yopres to the Yser, continuing to Nieuport; length 15 kilometres. Kilometric tonnage, 299,761 tons. Total amount of ton- nage transported, 20,425 tons. 7. The canal from Dixmude to Handzeame; length, 12J kilometres. It has a branch towards Zarren, in length 3 kilometres. 8. The canal from Ypres to the Lys, ending near Wervicy, not yet finished ; length, 14J kilometres ; commenced in 1846. 9. The canal from Eoulers to the Lys; length, 16J kilometres ; begun in 1846, finished in 1853. Kilometric tonnage, 741,283 tons. Total amount transported, 55,329 tons. Cost of maintaining, 16,037 francs ; tolls, 1,960 francs. * 10. The canal of Schipdonck, or from Deynze to Heyst, which derives its water from the Lys. In its latter part it runs parallel to the canal Leopold. Its length is 54 kilometres. 11. The canal of the Li6ve, which commences at the canal from Ghent to Ortend, at about 5 kilometres from Ghent, and terminates at the canal of Schipdonck; length, 11 kilometres. Kilometric tonnage, 29,260 tons ; total amount transported, 24,569 tons. 12,, The canal from Bruges to the Eciise, by Damme; length, 14 kilometres. Kilometric tonnage, 309,807 tons; total amount transported, 28,973 tons. The canals of Schipdonck and the canal Leopold pass in a tunnel under this canal. » ••They call the basin of the ceater, the east of Mans, that part of the coal basin of Ihe Hainant, comprised between the Borinage and tlio basin ofCharloroi; its limits am <,a8ily t^ac^^d by the lines St. Denis, Harmigries, Fontaine TEvfigue, aud Gouy-so- I'ieton. Its extent is about 400 square kilometres, inclosing forty villaees. CANALS IN BELGIUM. 81 ;es itself at manication igth 74 kil. i coal basia ?! now occu- »ranches in ) important an. It was 30,158,356 laiutenauce )s the caual and to the es. It was pic tonuage 16, the cost ancs ; tolls of Ouden- herl2kilo. >aQkerqae; sroment in Berques, in tie Yeser at $5,115 tons. >rt; length lunt of ton- kilometres, cy, not yet 'es; begun )n8. Total )37 francs ; ich derives 3 the canal rom Ghent fces at the age, 29,260 length, 14 ansported, 3ld pass in coal basin of >i; its liniitH liid Gouy-so- ;es. ; 13. The canal of Lisseweghe commences at the canal from Bruges to Ostend, near Bruges, and runs towards the North Sea : length, 13 kil- ometres. . ; o > 14. The canal of Blankenberghe, a branch of the canal from Bruges to Ostend ; length, 12 kilometres. Commenced in 1873. 15. The canal Leopold or canal of Selzaete,which takes its waters from the northern part of the Flandres and ends in the sea at Heyst; length, 38i kilometres. Commenced in 1854 ; finished in 1855. 16. The canal of Moervaert, which puts the Durme in connection with the canal of Terneuzen ; length, 21 kilometres. Begun and finished in .««• „-^"^™®^"° tonnage, 1,169.573 tons ; total amount transported, 126,420 tons. Tolls, 2,980 francs. ' 17. The canal of Langeleede, which begins at the canal of Moervaert and terminates near the irontiers of Netherlands ; length, 5 kilometres Kdometric tonnage, 37,039 tons; total amount transported, 65,890 18. The canal of Stekene, which takes its origin at the village of Stekene and terminates at the canal of Moervaert ; length, 5 kilo- metres. Built in 1853. Kilometric tonnage, 194,930 tons. Total amount transported, 49,972 tons. 19. The canal from Li6ge to Maertricht commences at the river Meus^ m Li^ge and terminates at Maertricht, where it again enters into the Meuse ; length, 25^ kilometres, of which 20 kilometres are on Belgian territory. Commenced in 1845, and finished 1850. Kilometric tonnage, 10,382,932 tons (in 1885); total amount transported, 614,432 o^ni^^®* °^ maintaining, 120,318 francs; and for improvements, 25,597 francs. Tolls in 1886, 76,259 francs. 20. The canal from Maestricht to Bois-le-Duc, which forms a prolonga- tion of the preceding canal. It traverses the province of Limbourg m Belgium, over an extent of 45 kilometres. Begun in 1823, finished in 1826. Kilometric tonnage, 24,175,845 tons; total amount of trans- portation, 466,608 tons. Cost of maintaining, 60,093 francs, and for im- provements, 6,117 francs. Tolls, 62,163 francs. 21. The canal of the junction of the Meuse and the Escaut, which starts from Bacholt (northwest of Maeseyck) at the canal of Maestricht to Bois-le-Duc, passing by Herei'^hals and terminating at the Escaut at Antwerp. This canal conneci with the Little Nethe, a little under Herenthals. Length, 86 kilometres. It was commenced in 1843, part of It finished in 1844, and its branches from 1846 to 1856. One of its branches is towards the camp of Beverloo, in length 15 kilometres • another towards Hasselt, 39 kilometres, and a third towards Turnhout 25 kilometres. The kilometric tonnage of the whole was, for 1885, 38,944,056 tons, and the total amount transported 995,604 tons. The cost of Its maintenance was 125,330 francs and for ii. nrovements 26,746 francs. Tolls amounted in 1886 to 263,795 francs. 22. The canal from Turnhout towards Antwerp rejoins near Antwerp the canal of the junction. Length, 37 kilometres ; finished in 1846. Kilometric tonnage, 3,552,777 tons ; amount transported, 191,397 tons. Cost of maintenance, 17,726 francs. Amount of tolls in 1886, 21,191 francs. ' 23. The canal from Mans to Cond6, uniting those two towns. Length J4 J kilometres. It was purchased by the Government in 1843. Its kil- ometric tonnage in 1885 was 8,364,431 tons; the total amount trans- ported, 1,062,385 tons. Cost of maintenance 28,950 franca, and for improvement 9,881 francs. Tolls in 1886, 88,215 francs. 24. The caual from Pommeroeul to Antoing, which connects the canal H. Ex. 45 6 82 CANALS JN BELC4IUM. li in 18l'8. For 1885 the kiLS.."^ purchased by the Governoienfe am..uut transported 7^' T^!?^^^^^^^^ was 10,840,689 tons; the and ton^proUt t;|j^^^^ rive'r D^d^e":! SeJ'S ^^ ^.^h; length 2IJ kilome.reTand the Which ,rth:rnS ^rrce^.?, t^izt t« o';tr? ComJ6 III commniiicatioii with tbe low«r P^ .i ' it ot Maim to Its kiloiiietric tonnaffe was 8 91 • OQd tnna t!^ i^ ' '" ^" '°°^ kilometrB»i ..ouira^nceTru ixirflufrdio 8r%'hT''J'^' "?"""'=' " nage lor 1885 was AJt oqm t^^l "Ji«8"eain i»4w. The kilometnc ton- torfs '^^"^ *^^°^- ^^^ ^^'^^^l ^"»0""t transported 61,495 LyJ: leligth^Ts/Sromrr* '" ^^"''''"J ^^'^'^^ '«'"« ^^e Escaut to the 1885' the^kiU,^!.^^^^^^^^^^^^ wSTomis \1^'' "t^'^'? "'Z^^^' ^" transported 71,237 tons""Str„,iinte£'l^?:^4bfrtc^^^^^^ *^"^"°* lEEIGATING CANALS. • LENGTH AND OWNERSHIP. generally free. Sonie^oTuerLtig 'to he'So "„?f i^t^fhe ?n " a,^xrri^^Yviir(izTni'^r£,':r~^ construetion and mainteTning of then? ®'™ '"'''""™ '•"■ «"« EXPENSES. FiSroX^v"ei»er»t;Zrn"a'i„tU!;^e"r?^^^^^^^^ hl'ZlYnaiySpt-^elt eT.3-"6^!;rr^ ^ e,pen,,e,prVi«^Tpe^Ia','d^c;^^ The following: table gives the ordinary expenses fron 1880^^ i«sr In some years they have included improvemLtstn ordlnlTex^nfel- 18^0 Francs. 1*^81 4,986,9r.l.00 1>'H2 8,:m,6Wy.90 1H-S ;■ 11,4(54,723.16 1884 ;:;::; ^ 2,y:j7,«;$5.40 188? ; 2.0(54,819.00 ■ 1.792,43L00 i I'JJiKl'imkili Lmj.m^iti..mK «n ngth 25 kil- xoverumenfe ) tons; the 094 fraucs, aiics. es, and the kilometres, of Maijs to rchased by r. In 1885 ran sported at uear the Roubaix 8 netric tou- ted 61,495 caut to the 1 1803. In il amount arpopes of reamH and ich rain in ,651 kilo- rernment. iffiition is the com- ompanies IS for the ^o kinds: imounted >meut8in xtraordi- 8, canali- isiu 1883 ordinary ties. to 1885. xpenses. Francs. )86, 9^1.00 W, etf), 90 l«4,723. 16 !37, «;jr). 4« m, 819. 00 92,431.00 CANALS IN DELGIUM. TOLLS. as The amount ot tolls collected varies a great deal; some canals are entirely free, on others the toll is collected by the kilometrio ton, the lowest toll being .0012 of 1 franc or .12 of a centime per kilometric^on. There are some ou which the toll is 1 frauc per ton for the whole canal, or a certain fee, sometimes as much as 1 franc by the vessel, for pass' ing the locks. ' *^ EFFECT ON CHEAPENING TRANSPORTATION. It seems almost unnecessary to remark in conclusion that Belffium takes the lead on the continent of Europe, in establishing these artifi- cial water ways, and that to that fact is owing, in a great measure, her commercial prosperity. Nothing contributes so much to the commerce ot any country as rapid, easy, and cheap means of communication, and the experience of the Belgians has been like that of tha tJnited States, that canals have done more than anything else, in the last 60 years to cheapen transportation. = » .t o, w Wm. S. Preston, United States Consulate, Consul. Wge, September 25, 1889. ANTWERP. beport by oonsttl 8teuakt. meuse-scheldt canal. ^isUyry.—A project was formed in 1626 to join by a canal the river Scheldt to the Rivers Meuse and Rhine ; the details upon its course are wanting, but we know Venlo was the poiut of leaving the Meuse. The work was suspended in 1628, the Dutch having become masters of the two extremes of the line. In 1805 Napoleon decided that this important communication should De opened ; the preparations commenced immediately, and in 1808 work was being done upon nearly the whole length of the line. Soon how- ever, the reunion of Holland to the French Empire, and political events, interfered, and the work between the Meuse and the Rhine, alreadv well advanced, was for the second time abandoned. The buildiuff of this c^nal would have increased the importance of the portof Antwero and the transit towards Germany, but after the revolution of 1830 the execution of the project, such as originally intended, had no longer the ?eZiied in^HoUand ^'"™' ^^ ^^"^'*' ^^^ ^""'"^ ""^ passage to the Meuse, In October, im, Chief Engineer Kiiramer resumed the studies uoon this matter and presented a complete plan of canalization comprising the opening of the following canals, viz : ^ ^ a I' ^^H^^ ^^2^^^V: o/ the canal from the junction of the Meuse with the Scheldt, from Bocholt to Pierre Bleue. 2. A second section from Pierre Bleue to Herenthals, where a junction 18 made with the Scheldt by the river Petite mthe canalized wi^iithe rivei"Derer^''''' ^^'"'*,^ ^^'''^*' ^^''" ^j""^*^''" ^« ™«^« 1 ff I i : ,( wt^ fe.i 84 CANALS IN BELGIUM. cati.ra part 'S^?urw„^,''Z«lV?„' VhT""?'",' "" I"" '» ««" Bagtoe KUmraer mentioned in the project presented by sections, Lmdy Zin BocLo^t to P .,£ b,'*'""''' be/<"»Posed of two to Heremlials "ocHolt to Pierre Bleue, and from Pierre Biene s;.vte".^'Ki^i?,?r!s.ft',:rca"^^^^^^^^ a little belo TneSials ],S*,hf ° "J"™'' ""'^ "" "^« P«We '"f^tK by the ri^riJttrand Knp°el "»' J""*"" «" """le with the Scheldt ^^mandl2Z^le^V7lT''T''^ "' ««' »"» " "etres of largement was SrmTuatedt ^L^ "'1 -.""I ^^^''^y work of their en- metres w dZaTd Waters denVb „f t„t^ ""' ™«™ «°™e, with 10 tions for oaviSn aT^ Hie l»..r«f ?1 water, present the same condi. ''K?l:^rv'^r "" "-^^^^^^^^ '™°' '''''' '^ thelfaSel^t™ E?^"l*:rtTr?f-1 ^r-^'P/^^^^^^^ pa nil «i 7 'ii\ ^^+ • r"*^ J * P^rt ot the third section of the thmiiffi, SSfconlrfeTa^^ -"»» the new dS^or which kectTei^pteS^teforT^t^^h^^^^^^ '^^ ^''^»'«« ^^ and was made pa rTKe bas^n of* h« n^^^f ^"?^? ^^^'"^ ^^s removed of Antwerp. ''^ ^^^ ''*"^^' *<^ *^« expense of the city to ?aVt"llet""""' P™"'" ^'■^o-" ' » i-cline of from 3 at the base rnlJrrtXtSr/cS^irtSetnT"'^ "'"^ °°-"- -''-'-■"» taken from the MeuseL'&'ocV\!T.Kht's^^Stth"e^L7£:V„;'! «^ UWHUi - w CANALS IN BELGIUM. 85 put in exe- ssented by janction of sed of two erre Bleue > theprov- 3, and the which the gation the as only in was made w'erp, into tie M6the, te Scheldt metres of ■ their en- e, with 10 me condi- '■ Liege to sessitated > through docks or sluice by removed ' the city 27,282.60 59,071.40 3rally 10 le canal, le of 285 the base a trano- lered by i depth, counter )e of 45 ikments leir dis- I fed by ing the ers are is, dur- ^ frL\he mr?! w^'L^n H^-^""-' '"^'1'^'"*^ ^^ Grobbendonck by water taken irom the JS^tiie when this river can give an abundance of water. When essaJv ona^/Hf '^•'*'n "'T^ T'l^^ «^ '^"^ ^^^''^^ furnishes thrnec essary quantity. Finally, when the mthe needs all its water in order Grrbenrnck "'^''' ™''^' *'" '^"^^««^"" '^^ water fssUt off aS Bights of navigation.^The royal decree of July, 1865, re'^ulates the tTeTtar'tZU' H 'f "'/'^ ?"^'^^^^« ^^^«r^W« admiiml £; kilometre. navigation at .0075 franc per ton and per coifnled'as'rol;?'"" '' "' " ^" ^'' ""' considered, and all over are No ^llTonutZ^^V' * kilometre is paid by reason of that distance. in?^i^;^,^ptvrt2eT^^^^^^^^ S:nToT2rcriSrer^^^'^°^^"^^ by theUceiver of tolltagSsra'p'a;^ Under an order of the minister of iiuance in 1866, boats for manure either loaded or empty, whatever be the quantity thenSrv enfov an entire exemption from all tolls, and have permission to cSateemntv A royal order of 1867 decreel, that rafts and cargoes SToodshal be metrtuVeVr'^t^ '''' by the royal decree ot^865:irciSg'| ceftiM^^^^^^ mitted by reason of their cargo or distance traveled Supervtsion—Burema to the number of 7 are esto-blished, viz: No. Barean at— Bocbolt Bridge No. 8 Gate No. 1 GateNo.* GateNo.g Gate No. 11 GateNo.l4 Location. Be^inDing of canal . Neerpelt Pierre Blene Dosscliel Gheel Herpnlhals Wyneglieu DlKtance. Kilometret. 12.' 380 26.795 3I.0S0 43.819 56.256 74.892 Locomotion.-^The boats are either dra^ vn by horses or men The rns^'Shl.r*'^*'^'' '"^P'^^-y^^ «"^y f«^ theLall boa?sor56to ?S On several occasions attempts have been made to use boats sneciallv constructed, as towers, but they have been discontinued ' "P^^'^^'^y nfo^Jr%t '\^^'^ ^f °?i;^"y ^y tbe day and sometimes bv the ton ^oafe.— The draft of water of the boats which navigate the canal hu^tt'oZ'^^Y'^^^T'^ ""''^ '^^ S«^«^^" ^' ^* the mofuyo metres but It comes down to 1 metre and sometimes less; their ton naee is variable; exceptionally it reaches 300 and even 330 tons ^ i^ \u , ^^^^ traverse the canal can, in point of tonnage beran^fld The length and breadth of the boats varies coDsiderablj ; the longest '^^^inn I 8G CANALS IN BELGIUM. morilan T''"' '''^' '^''"*''' '« "'^" ^^^^ ^ "^«tr««' «"d sometimes All the boats navigating the caual hava the movable mast The navigation by steam is very small, say an average ^ five or «ix fh«S?/'*^''"~^u?^^''^^t*^'° ^'°® ^'^^ <;^'« service of the management of the water 18 eatahliahed along the canal from Bocholt to Antwero Character oj freight-The ordinary transports are as follows •*^* ani•/r;"4or^VTire^SS^ *'^ ^^^^ "^^"'^ ^^ Belgium's France, Limbonrg.*"'""' *'" neighborhood of Liege sent towards Antwerp and mf;bfetrslaS'""'"^-'^"'«' ^^"«^' P^"^'^^^' -^ paving stones, th^intr^rTS^e^rntJJf ''''''''' g-nis along thtrn^sent to ^.e^Minerals of iron, lea^, zinc, and copper, sent from Antwerp to Liege^'"^ "^"""^ ^"^ American oak, loaded at Antwerp and sent to from Airp'L'^a^fs'L^^^^^^^^^ '^^^*^^' ^^""^"^ ^^^ ^^^^^ -^ «-t r J!* ^^\^® ^*°^ ^^^ g'^«^ ^^^''^S' taken from along the banks of th« Canal de la Campine and the branch towards Hasseft. TUENHOUT-ANTWEBP CANAL. ^e«miifton.-The canal from Turnhout to Antwerp is the extensinn towards the latter city, of the branch canal towards Turnhout iS «3® ?Ql«^®^^i^^ reaching to Saint Leonard was opened to cironla. tion in 1866, and the second and last in 1874 circula- The canal has a total development of 37,332 metres It was onn structed m the first instance on a liberal scale, and presents a width of 10 metres. The anchorage in the first dam of tL^canal is onW ?65 haslaJoX? enlir 'T' *V^^ ^^^"^^ canal'to Tarnhont, Uf nas itselt only 1.65 metres of anchorage: further on at thn ^afA T^n i utuTetZ%:Uk\' '''''''' ^' '- '^^ canal Of rj^^nX^ofth^e 25^? CTmber'?8lf ihf fT^ '' '"^"^f*"'^ ^^ ^^« ^^^^^ «rder of the ^oin j^ovemDer, 1844, which has received modifications and additinnH made applicable to the first section by royal order^of^November iS' *°^ » <^he second section by that of November,T874 ' ' Aai^U'Tir ^^l®^ on navigation in the first section are fixed bv roval decree ot November, 1805, for the boats loaded and empty and bv that of September, 1867, for the rafts and cargoes of wood -the one, .0075 " w nii ' j^j^m.w s iM P KtM e CANALS IN BELGIUM. 87 Hometimes five or six twerp and gement of i^erp. rs: d France, bwerp and Qg stones, ) factories >rp. )>l,8ent to itwerp to i sent to and sent ks of the E tension, »ut. Its Erom this I kilome- between I circula- vas eon- width of nly 1.65 t, which te No. 1, 1 of the main to gin to a ) is con- p of the ditions, ?, 1865, »y royal by that B, .0075 fl franc per ton and kilometre, or per metre cube and kilometre for the wood. Tlie manure is exempt from all tax, but the empty boats are submitted to a tax of 20 centimes. The same cbarges have been laid upon the second section by a royal decree, made applicable in Novem- ber, 1874. Bureaus of collection.— T\x& first bureau is at the origin at Turnhout, a second is establislied at bridge No. 9 at Saint Leonard, and a third, a bureau of control, at bridge No. 16 at Schooten, at the junction of the second section of the canal of Turnhout with the third section of the canal of junction of the Meuse with the Scheldt. Towage.— ThO) towage is made by sail, by men. or by horses ; in the last case payment is made by the day. A horse with its conductor costs 10 francs, and the salary of men is from 2 to 3 francs per day. If one calculates the cost price by ton- kilometer, the towage will be found to cost about .(J06o francs when a horse is used, and .00165 francs when the work is done entirely by men. Boats.— 'She maximum tounage is 173 tons between the origin and gate No. I ; the boats have generally from 20 to 30 metres of length, with three metres of width. Between Eyckevorsel and the end the tonnage can be estimated at about 300 tons, and the ordinary dimen- sions of the boats for this section vary from 30 to 40 metres in length, with 3 to 6 metres of width. Telegraph.-^ telegraph line established along the canal is utilized for the service of navigation and management of the water. KIND OP TEANSPOETS. Freight.— The merchandise transported is generally wood, coal, and ceramic products. John H. Steuaet, ^ ^ Consul. United States Consulate. Antwerp, December 6, 1889. BR/^BANT, HAINAUT, AND NAMUR. Je. POST BT CONSUL ROOSEVELT, OF 3RVSSELS. There are no canals in the provinces of Brabant, Haiuaut, or Namur used for irrigating purposes. The establishing of canals has cheapened transportation in some localities, while in others no material change has been produced. blaton canal. This canal is constructed on the plan known here as " point & par- tage," or dividingpoint, which consists of a reach 5.994 metres in length and two branches, one having a development of 3,876 metres, and ten locks, having total height of 29 metres ; the other a development of 11,723 metres, eleven locks, and total height of 33 metres. Length be- tween busks, 48 meters. There are double lateral reservoirs for the purpose of economizing one-half the quantity of water necessary to flood the locks, but owing to imperfect construction they are unsatisfactory. Water gauge.— TUe normal height is fixed at 7 feet to accommodate vessels drawing 6 feet. "WTtmnfm^-: n,A:iiiii^. tnBac ^sp R8 OANAL.^ IN BKLOIUM. in twontv-four hour,, ' -^,000 to JO,OOU oiibic luctoiN of water BRUSMKLS CANAL. i"»y load una unloa,! at the docks of bSis ''^'^^ ^^""'^^^ Tm l*''^f'^;~^'''^^ ''""\! '''^ '^"'•'»''^<» ^r'"" «'« river Sonne. Fixed rates for the entire route are as follo"^ • ^ '''**^^- ,_ P>'(oofortheMp,tnoluding m-oioes of looks and stopping poinU. Nature of voskoU. Ohftilonii hoftU Tourimi b.>«t8 O.HV.H, v,.Ms,-i» ::::::, iJeiirtsmanR Snmll craft ami jianlwi boAtr.V. Itoata tnuisportluK ii>.>iiiiro aiul fariu" lohVaP* ". •••«•■■. * 16 per cent reduoUon. To go and return— With or without With cargo. oarKo. Franot, Franct. 16 20.50 27 37 29 60 20 36 16 13.78 1176 u I St' '^ tiiiU'liiiieH, UN of \vat«r ' of boat, 8 2 uontimoH. r)f onliiuuy 3 length of )tro8. Tlie 'e inetrin; average width. 16 inetr«H- an . MHSt^J":^^^^^^^^^^ < entimetres. The loci!;, with o\.e ex/^ptTon'. are niSsThH canal i/^^ *'"''^"K*' '^^«'^«' 'f«"' '«> t') 45 frnmT?; fl . 'rm ^'"■"'«''<^<' With a towpath Varying in width 2 of 8?Id ^uf naviSl^'"'""*^ ^^T' ^•;^"' « «^ ^««<1' ^ ^^ '^^''/and mitr^ni cenLctrT''' ^^"''"^'' '^"^ ' "^''''^ 50 centimetres' to 8 C7AaWerot (;«naf._A8 early as 1570 the cities of Brussels Malines iJ\.« ' . ' ^"'. *"** improved and extended canal, which tA-dav is recog.nzotl as one of the n.ost valuable water way^f the KinSom^ traftlT"^ ""'"'"'' '''"•"' *" ^""^•"^^^^ «»^ induJfrylias^^efedT; genraZronrhv^H^.r^?''"^^ ''•^ ^^'«"«- ^" ^'l^^ ^'«n«h canals it is generally done by the boatmen; consequently no tax is exacted. BOATS. Ordinary width.... ' nietroH., 35 ''"oSaryZJth !.'"'*''' '"^'^^^ 72 Ordinnry width .'..'"*.".!. 1 uietrea.. 20 Nature Of transports.-Goa,], iron ore, cast iron, and pavi'nff stones ^^ ' infCth 'Z7TS'?i^!7'''7''-''-^ "«^''««' ""-"^^r of K,^6l varying jii lengtn irom 19 to 40 metres; average width of looks in tn«fr^.. s oT- SS":;f ?!'• ™"'"'" """"Of »^i* wirdmiictveJedbyn™ Stone, length of tune necessary to pass throuch locks from 7 f« mk IZTr'''' ««^--The tax 18 fixed at five-tenths of a centime per ton Metise Canal — January ], 1879. the sum of Qo sis sa A.„„!r ^ BOATS. ' Maximnm tonnage Maxiiuiiiu length .*.".".".'."" tons. 800 Maximum width.. - meters. 41 Depth do... 5 ~ do... 1.80 90 N IM ii #( 1 CANALS IN BELGIUM. doe/.:?t ext.t ,' Z'L.ter« ti'"' ''"*«f- ^h«" ^he cargo of a boat » centhno, which HooulteiLcar^^^^^ "'^' ^**f i" '*«''''««J two flaK leoted on the tot..! ti.nnage. **"** ^"^'» ***« entire tax in col- a^ul i„ Width ?rom 7 to l5\feC?'i'^'" '""^''^ '''"'" ^« to ( Jl ,„^S Time ne(M388ary topasJiook S'.a?*'?^'*'?^' ^ '"«^''«« A<> centi metres' jeut bridges ci;,8HT8 cana 7T o S s'w '"t* ^'r-'^J^"-" P™ ?«rr'«X '"»««°ry, aud 11 masonry aad?ron T* •'"'l^ '"""' ^ *^"" a'"l 30 to (JO metres. ^^ *"** *^«'»- J^avigabie puasage, from POMMBROBUL AND ANTOINO CANAL. thra'aE'^S t'^ttSin.^'^^^ between l?.an commerce from the hea'V d^ea f^* .^T'"?' *"^' ^'^ '""^^^t Bel Mou8 Canal and going to different , K'f **'.' ^?*''='* trequ««ti„g the French part of the Escauf w . '" ""' ^^ ''•« onutrv via the formalities. The ca^nair^M^eS m ', ?^^^^^^^^^^ =:JS?i!:^^-^«^^-"-s^ Boa<«.-.Maxinm,n tonnage^ 3^2 to.^s ""'' *'"^- 13^r£reTe^^,?,' 'yjS^i^^-l'' ^^'>^« -tres. .^n^berof loclcs ti^s. Depth varieVfrom Tne^^e llZT '''''^'^' ^ ""''''' -^0 ce, ?S metres. Construction of loK 1 J.tinS "'*'S'^^ metres 27 ceutl time necessary to flood looks fir«i'?"^ ot rough stona Average passage through locks, twent^ n^^^^^ Averafe of which 9 are^'draw and 9 pemane?;"^ •^"'"^«'' ^^ bridges T masonry construction. NLSle li ifh ""f ""**"' ^ «^ ^«*>^' ^"<1 3 of centimetres to 7 metres 90 ce^ntimetres aJ^""^' ^'T ^ '"^tres SS 4 J metres. ^enumetres. Average width of towpath, OTHER CANALS. Canal was by Loois XIV, in tran,nnrH„^ important use of the Sambre during the seige of Namar ""''»"'«'« supplies for the French army fton. 60 1» 270 on the S^^br^" " '" ^ '™« •■> «>« Oarthe Canal, and UEO. W. KOOSEVELT, United States Consulate Consul. Brussels, November 20, 1889. I the cargo of a boat O'liicea two liaiis of r-flfths of a ceutiine tbe entire tax in col- Returning from lore, Halt, slato, ami of buii(iing 8ioneH, from IJollauU, ore, r to Vl86, 26,57i> • 50 to 1(»0 metres, res 10 centimetres. Iweiity-dveperma- nl iron, 2 iron ami *ble pussage, from L. Junction between uil to protect Bel- ts frequenting the country via the « French cuttoms :5ks are Hooded by *«ug iO.UOU cubic •• Vessels towed •I per kilometre, uos, delivered by • Number of locks, etres 20 centime- metres 27 ceuti- stona Average mtes. Average • of bridges, 18, r wood, and 3 of >in 3 metres 88 dth of towpath, are old and im- e oftheSambre le French army 'the Canal, and one, anrl wood. SEVELT, Consul. Belgian Canal System : Map prepareu by the C( TWEBP 'arcoiug A I N A U L T Pont-a Chin ^ATH STEM : Map prepared by the Consul at Ghent. -J**»*«i»A-P-fl«»¥«'-J9«B»*»-»-). »,»&.*%. ) iiil «f» m* CANALS IN BELGIUM. 91 4» GHENT. JtEPOIiT BT CONSUL BUTTBttFIELl). TWERP ^m ANTIQUITY OF BELGIAN CANALS— TIME AND MANNER OP CON- STRUCTION. The venerable antiquity of nearly all the most important canals in this part of Belgium is such, that the time and manner of their construction, if properly investigated, might well lead to disquisitions of a scope and character quite beyond the average contemplation. It has, therefore, been my endeavor to keep clear of encumbering details, and to present as concise a vievf as a historical subject carefully digested will permit of. The extent, capacity, traffic, and management being elsewhere given will not now call ibr especial prominence. The Terneuzen Canal— An enumeration of the canals of this consular district mo'st appropriately begins with the Terneuzen Canal as one of first importance, not alone to this city, which it connects with the sea, but to the whole of Flanders, which, thanks to it, is largely enabled to avoid the attempted commercial monopoly of Ailtwerp. Perhaps a sufficient account of this canal has already been given in my report on the " Navigation of the Scheldt," prepared for the Navy Department and forwarded to you on the 12th of September, 1888. However, I may repeat that efforts to open up direct communication from Ghent to the sea date back to the year 1251. Intermittent, partially success- ful, work, often interrupted or undone by shifting sands, was kept up for centuries; but not till 18J3 was the canal ever satisfactory. In that yea" the plans of Messrs. Noel and Van Diefelen were brought to a successful completion, and, under the auspices of the Dutch Govern- ment the Terneuzen ship canal was formally opened to navigation. Of course at this time the canal lay under one jurisdiction; but since the Belgian revolution the Dutch frontier intersects tue canal at Sel- zarte, leaving the Terneuzen outlet to Holland. This double jurisdiction, whereby Ghent is injured and Belgium made a dependent, is a source of annoyance, if not, indeed, of irritation. This very year it has been announced, as yon will remember, that the canal is to be closed to navigation for repairs at th& Dutch end. The man- agf naent of this canal belongs to the state, which has a special corps of engineers, police, and others employed to enforce its regulations. These are set forth in the "reglement gdn^ral," a copy of which is herewith transmitted. There is a singular and special regulation to the effect that a white mast headlight should, under the ordinary cir- cumstances of a dark night, be plainly visible at 900 metres, while red and green lights are required to shine out at 500 metres. The navigation dues of this and the other canals have been collected and tabulated on a separate sheet. The figures relating to canal traffic Lave been similarly treated. Moervaert Canal— This canal servos as a leak between the Terneuzen Canal and the countrv to the east of this place, usually known as the " Pays de waes." Its origin seems doubtful, although it was deepened and thoroughly repaired in 1778; communicates with the waters of the Zuidleede, Laufeleede, and Stekene. This last is a so-called " com- munal "canal, being under the direct management of the local authori- ties. Its importance is small, but its age respectable, for it is said to have been built in 1351 ; enlarged in 1853. I CANALS IN BELGIUM. ., t ^"hrl?!'-?^ ^T? rrr*"*". '*^'^ '^*^^ kilogrammes measurement are charged .It a bridge called " Koeibrug," besides which aud the ordinary uavffa tion dues there are dock dues at Stekene. oramary uaviga. mnd par Bruges d Ostende Canal— The Gheut-Ostend Canal oi.p of resnmPdfn u'fl^ T^^^o^ i? ^?^^' ^^^ ^<>^'^' *^^ice interrupted, was cut thrnnoh h' """'^ ''^ T^^^^ ^'"^«« «««"on Was finally, if roughly, - ments we?e ad?edTn\%'k ^%^ proving insufflciint, impfove! ijiciiiN were duaecl in 1751. Seven years later, proper re<^ulations liiv refoSeirSr^^^^^ ""' enforced ivigation on^h^'section b^^^^^^^^^^^ in 1I56 IK f^fio-^. ^^"^ ?°^^ r^" ^'''^^^' ^^^^«"«d «nd deepened of the r.L 1 .J f ^""^ brought into the Ghent docks "by means or tne (.anal do Kaccordemeut. As to the section from Bruffes to Os tend, the part from Bruges to Plasschendaele is thf Sdest (^^^^^^^ 1066 the canal was prolonged to Slykeus, enlarged in 1751 and flnallv earned forward early in the present century from Slykens to the BasS du Commerce at Ostend (1817-1820) oiyneus to ine mssius frotihe' h?m?r o'f^^hf V^"'t ^' ?^"^.^tion de la Lys takes its name irom tne namlet ot Schipdonck, where it crosses the Ghent-Osfend th'e^s'iLrCTw'at?^^^^^^^^ Its chief purpose Ts to dra tSff tne superflous waters of the Lys, aud thus to prevent the inundations to which this city was once frequently liable. munuations FlaMchendaele a, Nieuport CawaZ.— Differing from the Scbindonck dates lis tf^Xf^'^^^'"'^''' construction, fhe Plasschendaefe Canal dates Its origin to the early part of the sixteenth century. It receives caLtoMCrut.??'^?^T; ^^^^^ '" ^1^^" sapplies^hrTzerrndThl St\%t'i^?othXtrt^^^^^^^ ^^^^^"- ^^"^ ^^^^ '"^^ Ghent-Ostend Lys River Ganal—ThQ attempt to use the Lys for canal purnoses was SuUtT WnP '.*'°^" ""'^T^ ^^^ ^I^' b^ ^1>««« orde?s a7ock was built at Comines (now in Belgium, then in France). In 1723-1724 an- a78m ^Fn^^f ' ""^^"'i ^"^ *^" """f ^ «f '^^ "^«r somewhat straightened til i^tl .f ^F^^!? later King William of Holland especially fharged the states of Flanders (Etats des Deux Flandres) with the care ami Bupervisipn of this important water way. Movable bSges on the turn vS^'llyeirG^f f ^."i \'''- ^^?^"^' *^« morelocks we?e prS. bl^'k^'and Comi'n e^^^^^^^ ^"'^ *^« ^'^ -- -^""^ at HaW The process known as « rouissage," or the retting of flax is per- mitted on this river from 15th of April to the 15th of October in each year. Instead of the flax lands being flooded, as I am told is the casein t'o^arth'^ w'f '^ ""flt^'f "^*« ^^^' (ban;,ons)rhLh arlthtn made this its'nect for Hf/fl^v h^ ^^'^ T!^'"^ '° P^^'««^« remarkable virtue in inis lespect, tor the flax thus soaked meets with particular favor Factories and washhouses have the right to use the Lys, provided their use ot the water does not interfere in any way with navigliion i^TeTjtter. " ^'"'' '' ''''"''^''' " ^^""^^ andVidgel) decideSiry Roulers d, la Lys CanaZ.— As is sufficiently implied by its name this canal serves to place Koulers, so to speak, " on" the Lys It S of re" cent construction and was, I believe, until lately managed by a com! S'totheTa'te """^'''"^ ""^ *^'^' charter, have surrendered tSi +1,-. FT '' "ci V V n"^ — - -'''f"(. — i or oomi- liiaLJincc beiore reachiutf iTrheut canaVfffn S^^^"^ ^^' are almost parallel,and the purposf of th^a canal is to jom the two rivers. The right to build, maintain, and man- nt are charged Unary uaviga. Canal, one of jomparatively errupted, was y, if roughly, lent, improve- tiihitions hav- ion became of and deepened cks "by means Bruges to Os- 8t (1U22). Jn I, and finally the Bassius akes its name rhent-Ostend i to drain off ) inundations Scbipdonck, sndaele Canal It receives Tzer and the rhent-Ostend )urpo8e8 was •s a lock was 723-1724 an- straightened ally charged he care and 1 on the turn- !ks were pro- lilt at Harle- 9ax, is per- ober in each ss the case in re then made ble virtue in favor. 78, provided navigation, cides finally 3 name, this It is of re- l by a com- jndered the hiug Ghent pose of this 1, and man- CANALS IN BELGIUM. 93 i age the Bossuyt Canal was first sought in 1838, but was not granted until 1857. Its stock is divided into shares, all regularly quoted. EautUscaut River and Canal — The upper parfc of the Scheldt was originally improved some time in the tenth century. These attempts were somewhat primitive and failed to give the proper facilities for navigation. In the sixteenth and seventeenth centuries, however, thanks to extensive works systematically carried out, the river acquired an importance never since lost. Just before receiving the Lys at Ghent the Upper Scheldt takes the name of " Canal des Chandronniers." This short but interesting section is venerable with age, for it has existed I believe, as a canal since 1194. ' Below Ghent the Scheldt so deepens and widens as to rapidly become far more than a mere canal-river, and hence falls outside my present subject. Like the Terneuzen Canal, it is treated in my report on the *' navigation of the Scheldt." j i u u.i lue Dmdre Canal— Thm practically artificial streain passes through or close to the towns of Otts, Grammont, Ninove, Alost, and flows into the Scheldt at Termoude. The navigation of the Dendre became prac- ticable in the seventeenth century. It has quite recently been much improved ( 1863-1878). Yzer River and Canal— A small though historical river, the Yzer be- came a canal in the sixteenth century. About 1830 it was deepened and subsequently, by a law passed in 1858, was thoroughlv renovated dikes and locks being also added. ^ ' Tpread, VYzer Canal— The origin of this canal was a grant to the city of Tpres by the Countess Marguerite, in 1251, of a concession from Bossmghe to the Yzer. Later, in 1638, Philip IV of Spain ordered cer- tain changes to be made, whereby part of the original canal (Yperl^e) was abandoned. ' The management pertains to the provincial alithorities of western T7 Vafi*^ ^y ^^^^^^ ®* ^^^ ^*°^ of the Netherlands, dated December Canal di Loo — This canal, managed also by the province, was con- structed in the fifteenth century, but does not seem to have been touched tor improvement until some 20 years ago, when its bridges, locks, and dikes were bailt anew. Nieuport par Furnes Canal— By decree, dated August 13, 1638 the right to construct a canal from Dunkirk to Nieuport and Plasseheu- daele was granted by Philip of Spain to the cities of Dunkirk, Furnes and Bruges. From the peace of Utrecht to 1826 the canal, owing to the diminished importance of Dunkirk, was little used. The transportation ot coal, however, having greatly developed, it was thought worth while to deepen and widen its dimensions (1829-1830). As the result of a conference m 1861 between the French and Belgian engineers, it was agreed to enlarge the canal throughout its course, each Government to bear the expense of the alterations within its territory. The stipulated provisions have, I understand, been faithfully executed. Canal dit de Baccordement d (?a?id.— Sufficient mention of this canal will be found on page 6 of the present report. EXTENT AND CAPACITY. Next after the time and mauuer of conHtrnction, dealt with in the preceding notes, comes the extent and capacity of the canals. This is very fully given in the following specially prepared table. After the name of the canal you will notice that I have introduced a separate i t i 94 CANALS IN BELGIUM. Extent and capacity of important canals, with riimensiona in detail, [Standard of nieasuremont. metre.] Ka Name of oaual. Speciflo reference to it« port«. BelKinm Koodeuliuize. Ghent «r"«e8 I>«iiMne Slykeng Coblrcdam 8 B 10 H 12 13 14 IS 16 Conite .. Rnnibeke .... 1 Temenzen 2 Monvaurt •••■do stekene Gaud par Bruges & Uateude. — do — do ••- do -•-do — do Schlpd onck, or Dfiri- vtttlon do la Lyg. Plasschoudaele 4 Nieuport. L...do Lys (river) CouVtrai liuulers k la Lys . . . ' — do BoHHuyt a Com tra || Haut-Escaut. •••do •■-•do — do ■•••do • do Deudre Canalis6e. . ■ -do Yser (also river) . . -..Uo --...,.....,.. -••do do •do do -. do TpresiTYzer Canal d(> Loo Nifuport par Fur- nes. _ do Gand R'acoordement - do Total length of canal. llainaut Flanders Chundronniors . Strop Gentbruggo .... Termondu Stavele !^.", Fentelle Van Exem Ypro^« AVzerCanai Dixmnde Niouport 17, 846 21,113 '6,*6i2 70, 132 27,408 21, 018 'ii2,"532' "i6,'585" "37," 748' 102, 065 65, 38i '•ii,'456 , Width Length of locks uflocks. *None w.'oo Koue 70.00 82.00 '64.66 42.00 90.00 45.00 41.45 42. 20 40.90 38.66' 40.' 36 41.74 '4i.",^0 80.00 41.77 27.25 and bridges. Height of bridges, etc. 17.50 6.00 '4.' 85 6.60 8.20 12.00 10.90 12.00 5.25 6.40 6.50 6.40 6.40 6.40 '5.'i5 5.30 6.50 5.70 6.50 12.50 6.20 6.20 0.34 6.00 Drawbridges — do .. --.do ■ •do ■ ■•do — do ■••■do do , •--•do , — do 53. 75 Drawbridges ...do 4.35 4.35 3.78 4.,')0 3.50 Depth of water. Sum- mer. t6.30 1.40 "i.'i6" 2.00 Win- ter. tfi.30 1.70 "i."M 2.30 3.00 3.00 14. 30 4. 10 3. 70 3. 60 2.00 }2.20 2.80 2.00 1- 80 1. 80 1. 90 2. 10 1. 80 1. 80 Ecluse de Nleu^ port. Ecluae de Furnes . Ecluse de TolhaiV 16. 336 14, 3:12 18, 790 '2,' 699' 45.10 37.00 27.35 43.00 45.10 "85.'66' 5.40 5.60 6.55 6.25 5.30 5.40 7.00 12.00 4.60 4.50 4.25 Tw 2.87 Drawbridges 3.70 3.70 ' 2. 90 Drawbridges do ....do.... ....(lo .... • -..do.... — do ..do • ..do — do -.do ..do 1.80 1.90 1.90 1.90 1.90 1.90 1.00 1.00 l.UO 1.60 1.70 1.30 1..50 1.70 1.80 1.4(1 1.70 1.30 1.90 3.00 1.80 2."i6 2.10 2.10 2.10 3.50 1.90 LOO LOO Leo L70 1.30 L50 1.70 1.80 1.40 L70 L30 1.90 3.30 * There are no locks between Ghent and Selzaete .■aVa-nrpr^*" ^"^"* ^--'« "--'"« ™o™ ^^^'^ -^-BO millimetres must remain at the outer docks or els*ewre's''^tio"„Vr;o^:r'"'' "' intersection with the Ghent.6stend Canal, there are drawbrid.ea' II The locks can remain closed for one hour to boats going up stream. ' CANAL TRAFFIC. no efforts are made to ke... fi.e .►,«.«/,',-" "i • ' i»l'l"«'iei"I, that pie but Clear view ofu^e^^^^tS & ^at^oV CS:!^^^: H- lange in the f water. ail. Depth of water. Bum. Win. raer. ter. B te. 30 tfi.30 1.40 1.70 . 1.10 1.56 . 2.00 2.30 3.00 3.00 14. ,30 110 3.70 3.60 2.00 2.30 J2.20 2.00 i-80 i.'so 1. 90 2. 10 1.80 1.80 1.80 1.80 1.90 2.10 1.90 2.10 1.90 2.10 1.90 2.10 1.90 3.30 1.00 1.90 1.00 1.90 l.uo 1.00 1.60 1.60 1.70 1.70 1.30 1.30 1.50 1.60 1.70 1.70 1.80 1.80 1.4(1 1.40 1.70 1.70 1.30 1.90 1.90 3.00 3.30 iter dockn or ' to tlie flood. IK" (French, rawbridgesj en pub- nly 1 to J a com- nd, that It a sim- hare se- ( 4 CANALS IN BELGIUM. 95 lected such as relate to certain sections of oach canal. Where canals constantly intersect each other, and where merchandise i^, fivqueutlv unloaded at intermediate points of Nrnail importance, it is uecessarv to keep the termmi w«ll in mind. So much being premise.l it is easier to understand the true imports of the following table on " canal traffic." Traffic for six months ending December 31, 1879. [SUndard of measurement, ton of 1,000 kilogrammes.] KTame of canal. Temenzen Moervatrt Stekeue Gand & Ostend . Do. Schindonck o? Derivation de la L,v8. PlasHcheadaoIe & Nlonport . . . Do :. ^y " •-■•■•■•■■■ ...... ■......,., Do Do EouliTs 4 la Lys , BosHuyt iV Courtral Haut Kscaut Do ,.: Deudre caualtH6e „ Do Tzer Ypresil'Tzer Canal d« «"!>■ to make the.u as hit le of a S^eS « .^l''",'"^/"'^ l'"^^ ^^^'' ^^""« possible. The fact retnains, however that t oh inf *' ^* • ^i'' ^""«^^' "« tricate development make it an mwJ f **•«"'""« existence and in- multit«dinous\i^,ectnf their Iw^^^^^^^ '^'^ '^ trace the both fail me for a histoS f^^^lvtll^^'T'- ^'"'^^ «"rioKato t(.nna^'.' of Sii.O'O toim, (ionniNtinir of 24n stniin vossclH ot I4,KI0 tons and of 507 sailing vonsoIh of ;5S,57(» tonw Second, lo uu 2. All homo vessels registered in other customs districts; as well as all vessels sailing under the Hags of privileged nations with a rate of canal dues per ton of 2.^ cents. On the Frederic the Seve.ith's Canal as follows: 1. On all vessels under the national Hag or under the flags of privi- })Tlon at llli ct'ilt'' ^''"^' *'"'"" ^ ^"^ ^^ *''"' ^'"'^^"' with canal dues 2. On all home and foreign vessels under privileged flags above 32 tons, with a rate per ton of IG cents. ^ 3. All boats of or below 4 tons i)ay altogether the sum of 50 (ires, say, 4. Fishing boats with wells only pay half rates of canal dues. 5. All vessels employed exclusively for lighterage or towiu.r pur- poses are exempted from payment of dues. " ^ 6. All vessels of more than 4 tons that may be passing several times 11 the course of 1 week, after payment of the dues on the first passage! are exempted from further payments for the rest of the week i. lun-eigu vessels under uni)rivileged flags are charged v ith au ad- ditional rate ot oue-halt above the amount levied on vessels under privi- Next With respect to canals for irrigation purposes: It may be as well Jvi.n,.t?r ' ''^ *'', ^''''*', * "^'""'^ •'*^*'''"»* »*■ tl^'it part of the kiiidom where these works have been constructed. In the early ages the iiite- iior ot Jutland was covered in great part with large 'forests of i»ine wood; but owing to the wholesale and wasteful cutting down of the wood by the inhabitants these forests, toward the sixteenth century, had R.most entirely disariDcarwt. ieaviuii by d .,„, , •, ^.j' '-;:-•' r " "•" v.egrees in their place a larsre and dreary waste of heath lauds, without any attempts having been made " "' '" ■' I ' CANALS IN DICNMARK. 90 towards bririffiiiff tlio saiiio uiulor cultivation ; and it was only at the cloNeof tliounfoitnnato warof 1S(54, when Denmark wa« Ntri|)pod of her valuable Duchies of HchleHwiK-thdMtein, that this ^reat national loss led to strenuous efforts being made towards the earryintfout of iuj- proveinents in nniny ways in the reuuiinintj; parts of the "kin«don>. Thus in lH(i(i a society was founded under the title of "The Dardsh Society of Heath Lands" for the purpose of clearing and fertilizing this vast tract of land in Jutland, covering a 8Up«'rHcial area of about 110 Danish square miles (I Danish mile ^ 4| English miles), this area being traversed by several water courses of greater or lesser extent, ruu- iiing froni east to west and diverging to the North Sea. The society now consists of near 4,()(M) mendiera, amongst whom are to be found several public institutions and many wealthy private indi- viduals, who have contributed their shares on purely patriotic grounds; and it has been by the aid of these contributions, together with consid- erable subventions from the state, that in the last twenty-three years a new life has been given to this part of the Kingdom, as also 'by the construction of roads and railways. Of the 140 Danish sipnue miles of heath lands existing in 18(50, there now remains but about 90 square miles, 40 having been converted into meadows and fields and the other 10 square miles into plantations. ThefoUowing classes of works are undertaken by the society, namely : (1) Construction of irrigation canals; (2) plantations iu general; (3) limited i)lantations on the different properties, and inclosures with quick-set hedges; (4) draining of bog lands; (5) cultivation of marsh lands. The society has now superintended the construction of 145 irrigatit)a canals, which have a total delivery of 2,200 cubic feet of water per sec- ond, the greater part of the canals having a length varying from 5 to 15 English miles. A complete irrigation will require for the entire period of irrigating a delivery of one lilth of a cubic foot per second for 1 barrel (If acres) of land measure; but the meadows receive four to six times that volume of water, when they receive an alternating watering. A large quantity of the water from th( canals is, however, only used for moistening the land, and which will only call for oue-fourtli of the above-mentioned quantity. The total superficial area of the irrigable laud which has been con- verted in this way amounts to 15,000 barrels of lan,0()UHoldier8 were enjployed on the workH in connection with the Canal de Briare. In 1719 the Canal de Loing was conceded to the regent, Duke of Orleans, and his lieirs forever. The duke caused the work to Lm exe- cuted by large bodies of trooj>s. I'reviduH to the revolution of 1789 the canals were generally cot by parties to whom a concession had been granted, the conditions of which varied according to the amount of influence enjoved by those who re- ceived the i)rivilege. A great deal of .jobbery was the natural consequence of this arrange- ment. Hut after 1791 the French Government took the management of all canals into its own hands. All canals the construction of which luid already been commenced by grantees were finished under t\u\ di- rection of the Coverument. Jkit the treasury was not able to bear the strain thus brought upon it. In order to tind the money required Napo- leon decided to sell a certain number of canals belonging to the state- among others, those of the Midi, d'Orldans, and Lonig, of which par- ticulars are given hereafter. During the reign of Napoleon I (1804-1815) 200 kilometres were opened to navigation. The principal canals dug during the same pe- riod were those of the Haute-Seine, Blavet, Marous a Kochelle, Aries a Bouc, and Ille et liance, to which reference is made further on. All the works were carried out and paid for by the state. After the year 1818 all works connected with canals were executed by the treasury by means ot loans and by the system of concessions which appeared to return to favor. From 1830 to 1848 work was pushed forward with great activity : 2,000 kilometres were opened to navigation at a cost of over 7,000,000 francs A number of useful laws regulating inland navigation were also passed. A few concessions were granted before 1837, and in this way the canals named (de Koanne A Digoin, de la Sauldre a I'Oise) in Table A and several others of minor imimrtance were cut. During the four stormy years that followed the Revolution of 1848 the national exchequer was more or less dilapidated and a great finan- cial crisis ensued. Accordingly little was done to increase the canal mileage. Seventeen million francs were devoted to finishing canals in course of construction. Those called de la Marne au Ehin and de I'Aisne il la Marne were among the number. When Napoleon III became Emperor he effected a sweeping change m the law relating to the cutting of canals. The commencement of all works connected with them was henceforth regulated by Imperial decree. He retained this privilege until his fall in 1870. The attention given to railroads meanwhile had made the authorities underestimate the value of canals. While the laying down of railroads was pushed with the greatest activity, canals became more or less neg- lected, but in 1860 a reaction took place in favor of them. The treaty ofcommerce signed by the Emperor and Mr. Cobden pointed to the necessity of perfecting as far as possible the instruments of production in France, so as to enable the country to hold its own in the matter of industrial competition. The Government accordingly devoted large HJims to improvirif; the esistiug canals, and to constructing fresh ones. Ihe funds remaining from the loan of 500,000,000 francs, raised to de- Iray the cost of the Italian war in 1859, were also devoted to the same ■PPPPI . 'mmmmimfi ma!'* f ■it' I lit 1 1^2 CANALS IN FRANCE. f.!:" ? ^^m, -'^'^1>'*\A)' "o cmals of great importance were cut duriiiff this hnn,lhJ^" '^•'^'^' ''^'^"'^ wereclnefly intended to defray the costs of improving existing ones in various ways. fi>5%^!^"",f " '"'^. "^'^ ^"''^'""^ ^^® ^y«'^'" of concessions. He granted a few of hard y any importance, while he bought up several important onos granted long before his accession. ^ important -iJil'^ '',^[!"^^ included between the reestablishment of the Renublic in 187^) and the year 1887 is divided into two distinct parts viz? '"^ During the hrst part of 1870-'78, canal work suffered severely in conse(iuence of the disasters of 1870, ond the works planned by the Emperor absorbed nearly all the funds available. Frince in tliese 7 years spent about 28,000,000 francs on canals alone In 1879 the minister of public works drew up an extensive nroiect for the carrying out of which large sums had been votedrstcoo S metres were to be altered and improved, and Iresh canals'wirh an ac- cumulated length of 2,400 kilometres were to be constructed The es timated costs of these works were about 150,000,000 francs. In that year an extraordinary credit of 12,000,000 francs ^as set apart for the purpose besides the sum set down in the general budge . The cred s des med for he works in hand gradua".v increased, yea- by ye^r, unt I 88. when they attained the high figure of nearly KoOu,000 franc" a steady dechne, however, followed. >"•-■--.• 3,794,995 Dn RhOne au Rliin 24 205 724 f*^"^*^ *..."!.■;."!;!;;".!".■.": 8;8i6;494 Sauldre.. 1,721 989 Hauto-Seine 10,207,062 ^«"«<5o 1,993,642 ^"mme 12, 4991217 An important feature connected with navigation has long been neg- lected in France, i. e., numbering and classifying the boats and craft of every kind on canals and navigable rivers. The first census of these was taken on October 15, 1887. It is impossible to give an exact idea of them, without going into particulars, which would far outreach the importance of the subject \':ith regard to the manner in which the other facts pertaining to French canals have been given. The boats are of almost e\ cry conceivahia size, shape, and tonnage, according to the canal on which they are found and tlie regions in which they were built. They are divided into eleven groups. Each group embraces all the boats more or less resembling each other by their style of construction. Some have decks, others are without ; a few are built of iron while the greater number are wooden. They are built chiefly in France and Belgium, Their owners, captains, and crews are FrencAi with a fair sprinkling of foreigners, chiefly Belgians. Those intended principally for the con- veyance of passengers have or have not cabins, according to their class and the nature of their, traffic. The annexed statement gives im- portant figures with regard to them. Nnmberof boats of all kinds exclusive of steamers 8,527 Length — From 38.58 metres and upwards 434 From 33 to 38.50 metres '...'.'.'...". 3 125 Les6 than 33 metres ...'.'.........'.'.'.'.'.'.'.'.'.. 4' 968 Bu-:it— ■ With decks 4 212 Without decks i ...".-"... ""."!!! !'..!!'. '.!1* !'.".!!!! 4' 315 S^iron =^ Of wood 43(j "*3r ..auf^tm^-'jiv;. vmnt i ^ rtmr*^-' 4\ ■li ; !M fM 104 CANALS IN FRANCE. l{j' wlioiM Imilt — Fn-ncliimMi - .„„ (J.Miiiiins ^''° oiiiiu-iiHtionaiitics , .."."..".!'..".!!!'."!!!!.".!*.!]." 4 Ownnd by — ^^^^^'^^^ •'''■•■'K'li 7 n7Q K"'Kian8 .;.."."•."■;: I'S (icrmaiiH ^'"^^ Otlier natioDiilitics "".."."!!^J.""! *','!!!. *!'".. ya CrowH, incliuliug captain— ' I'^llMlCh Q QQ1 JM iKi.ms 1 594 Gwiiiaiis '„,^ OtlitT nalionalitios "."-'. V".' .".'."." "....'.'...'.'.."."..' 104 Wi th cabins ' _ ..„ Without cabins -•".-.-""!."".".".""".'.'.'".."."'" 771 Tonnafjo 1 d-l am Number of steamboats of every Jdnii !!.'.'.".'.".""! ."." .Oij^.uaJ llorse power '.'.'..'.'.'. 3 gio For conveying pa8son■■■*>>« J.O 93 181 41 7,718 2,306 32 1,020 ..'.'.".".'.' 6 85 16 3211 55 e foregoing ONE, ■ General. CANALS IN FRANCE. 105 9 S R Ml •c B » a . ^CD^at-^-ff to te>nOi^v W CO -* OB CI t^ -^ ,0 §«gg«SO-"«5<^f.«»^t;;«« O p '^ r-l r^ ^i| ^ |i^ SSt •^ 2 i5 t- o o t» o S lo •-1COCQ C4drH TO tH OS ^ K CI CO o> C4 -**< fH i-H — I p. § o u to .3 \t o s« £ p. i25 P< e P •MNi-lt-l 'rH S ;2 : ca : CO . ; p : >> . a 0»iHC40a I iH « iH r-*»H iO w . 1 . a < 9 S S'O'a • o o Q . 4irf «ij 43 ii ! a I 03 ^NrHN^r-Ir-irHWWi-IWi-Sci go (M O O • ® ^ S ^ QD lO O • (X O to c4c4wCOrHrHMrH»4MMMNi-4i-^'Mr- !WCON.-^i-J<-i I O n CQ 01 :B1 C. : ;^ ;.« ; . a : p • ' o «. o §£■='«§ Is* k>0 * m * (. ; o fa *- o • o • M : p ■ o », o ; ,a ' - - o otoo ;SS : '^ :.! . P u W3f . « © fl (O >^^ Sep « .^ .M ..». Ui U (D JS ffl c5 C ^3 o o 'E "cS 5 ® ® SiSaS^^eSCSseOj O00O^«5«M„5fiQfi HfiW5fi^R4fiRaO«4Sp^ « C(S 1 ! i i 106 CANALS IN PRANCE. si B £ a ■ o f ss?ii2"a »l 1 • B : ; »■ ■ « • ' ^ ; .* I III c o o • • ,S N r- 1- » X5 le •^ w to ■«* t» c^ i?5 E • CI ' E— i' D e vi's 2 a a i CANALS TN FRANCE. 107 NORTH OF FRANCE. liEPOIiT Sr OON'VL WILLIAMS, OF liOVEK. THE DEULK. Tlie navigable water ways which have been conatructed and utilized for transportation are very numerous in the north of France ; moat of them are very ancient. Since their early construction, they liave been subjected to many changes. The following brief account of tiie cou- struction of the canal of Deule will give an idea of what would be the magnitude of the work of describing all of the canals in this consular district. The Basse Deule has been navigable from time immemorial. It was conceded wholly to Lille in May, 1207, by Marguerite, Countess of 1 landers and Uainaut. On the 3l8t of October, 1271, John III, lord of Lille and La Ba8S(^, was authorized at his own (.expense to construct a canal between these two cities. The act fixed tne size at 40 feet with a depth of at least 4 leet, and allowed for the work a remuneration of 1,500 livres d 'Artois*. This work upon 25 kilometres was completed within a year. In the beginning of the sixteenth century this canal was extended to Courri6re8 and Lena, This work was done at the expense of the city, ot Lille by an ordinance of the council of state of the king, dated October 31, 1G74. These different undertakings, although important, failed to attain any real commercial importance until the year 1088, when a project was entertained of uniting the valleys of the Deule" and Scarpe by a canal which, passing over the ridge which separated ihem, would arrive at Courri<^res at the Fort of Scarpe. The cost was ecpially divided between the city of Lille and the states of Flanders and Artois. The 7th of May, 1090, the city of Lille undertook the entire charge of the work and collected the tolls. On the 0th of August, 1749, a royal decree enjoined the excavation ot the canal between Douai and Lille ; this work cost 413,539 francs. At this time the junction was made in the passage of Lille, and the canal of Lsplanade was opened, which was destined to cotni)lete an un- interrupted line of communication between Fort do Scarpe and Deule- ment. The canal of Deule became the property of the state after the lievolntion in March, 1798. Toll was established upon it in favor of the state in April, 1808. Nevertheless, by an order issued in 1810, Lille was put to the expense ot a cleaning out, which was done under the supervision of the Govern- mert by so-ne Spanish prisoners at an expense of 000,000 francs. The city has never been able to recover this sum. The Deule thus formed a canal at summit level. The highest level situated between the locks of Fortde Scarpe and that of Pout-iVVendin (destroyed in 1859) was 20,400 metres long. It was fed by a spout of water taken from the Scarpe above Douai, through a little artificial stream. Navigation was difficult, even at a draft of water not ex- ceeding 1.20"', and intermittent on account of the dam at Ponta-Vendin .-«!?» u.^ ovHvi.^ OksIxj-^ littviiiy uat o\ni sec oi gates. Dunui; the drv .season navigation was closed. The aiicieut livres varied in each department from 20 to ^(i francs. M 108 OANAIiH IN PHANCE. Tlio nn»{jr(\sHivo flllitifj up of llio (•nim.l, hh well uh tlio tlinidiiUy of Hiip|il,v, r and insuring a good supply of WiiUM' and tlio nioro rapid niovt^uicnt, of hoais. liorks roplaced Nitnpl«^ daniH, (ho di^pth of thi> canal was inoroasod ho as to p(>rniit (lu^ passage «)f boats tlrawiug 1.5 nu'troof walor. My (ho hnv of Maroli 21, 1.SU5, thoro was a grant niiido. Tho <'ost to iniprovo (his oanal was(>s(iM)atod at 1,200,()(K) Iranos. 'riuMlonnvnd upon thooaiuil being still groator than its oapsu^ity, tho parties hohling the grant were obliged to do suppleinontnry work, and it was oidy in IS37 that the proper «lo|t(h andeonstant sup|)ly of water for tho canal were obtained. Tho grant of the l)euh>, whi«?li was considered at tlrst as «piito unin)p(M'tant, has paid its stockholders largely, and that under a nuKh tons till IS'jr., but in isnij it reached about <'.()0,()()() tons. The grant expired tlM> Kith of S(>pten»ber, 18r>4, since then other iniproveniouts have been nia(l(\ The d(>plh ol the canal has been increased to 2 metres between Douai and Ijille, by tho decree of April 18, 18(10, so as t(> permit tho passage of boats drawing 1.8 nietr«v of water. Tho expense was r>3l,(l.'J3 Iranes. Anotlu'r enactnuMit nnulo 'M of August, 18(J2, authorized tho stniighteniug of the canal through Lille. The cost was ({t.3,'.)l.'{ francs. A new U)ck was construct od at Don in 18(»8, at a cost of 3(>2,r)!)2 francs but the impn>venuM)ts wen^ still incom|)Iote. The canal wa« cr«)oke(i both above and below Lille, and did not have the full depth through- out its length. ily a new act in 1880, an appropriation of 3,418,800 francs was made to complete tlu» canal according to tho plan annexed to tho law of tho Ath of August, 1870 — this work contemplating many important clmnges, such as a general cleaning out of the bed, [)rotecting tho steep banks with stoiu% tho establishment of public ports, and sitlings for placing boats, will when compIet«Ml admit tho passage of boats of 38.rHuetresin UMigth,r» nu^tres in wif draft, carrying 300 tons throughout tho eutiro canal, tho same as those now plying between Taris aiul Lille. The sums which have been spent upon tho construction and improve- ment t>f the Deule, incliuling those covered by tho act of 1880, can be termed in i-ound numbers as follows: Frnnos. rrovions to (ho innotnt1i 0(>ntnry 7,000,000 (ii-iuit Honoroz, Maroh -H, lS'^r> 1,^00,000 Avtof Aiuil -27. l.S)0 .V.U.OOO Anjjiist 3. 1S()V> 741,000 SoploinluT 10, 180-* 3ti(),000 Augusta, 1.n:<0 3,4lri,000 TotAl i:<.'i6.',000 The cost per k'lometre amounts to 207,000 francs. This expeiuliture is very nu)derato considering the results obtained, and tho great advantages ationied by this route. The canal of Deulo in its most important and frequented sections, between Douai and Lille, has only two levels, the oue of 30 ami tho CANALS IN FItANC'E. 109 1mi nimcnUy of )iiM, and tlio n'l' ic, tlui (loviMii- Tlui <'o.st to other 17 kllotnotreH in loii^'tli, mipiinitcMl by tlio lo(?k of Don. Between J)ouivl and Don, it presents alternately ntraii?lit lineM, or lonj; cnrves. The work in pro^jresH will remove the nMuainiiiff sliort carves and narrow pawsaj^'es between Don ans water for the interior canals of Lilh^ and furnishes a sni)ply of fresh water alonj? its course. At the close of the eighteenth century, when the state became possessed of this canal, the How of water was only 2,700 litres per second : it now exceeds 5,(100 litres at the ordinary level. This increase is due to the improvements above referred to, and the city isconsidtH-ed to be well repaid for her share of the expense incurred in the constnuition and amelionition of this canal. Before leavinjjthis branch of the subject of canals, contained in the query recpiestin^' the time and manner of their construction, I would state that the interior navij^ation of France is sup|)lied with 11,855 kilometres of rivers navifjable and smaller streams classed as capable of lloatinff crafts, and 4,78!) kilometres of ciinals. One would not care to reply catef,^orically to the (piestion, an, extended the appropriation of the "droit de boete" to all of tiie rivers of the king-M «• ;?; ^"*^''"^'*^ !»'•"'«» without water had been previously used to ettect the passage trom one level to the other. Such planes existed in Flanders since the fourteenth century. exisieu in CANAL GRANTS. To Henry the Fourth and his devoted minister, Sully, belong the honor ot the attempt to construct a canal at summit level. In ml Uugues Crosnier of lours, an engineer much in advance of that early Kwi r' ««'"""« «'oned to prepare plans for the Canal of Briare, i.^ tended to connect the Lone and the Seine by the valley of the Lo in The royal treasury furnished the funds. Six thousand troops w re employed upon the work. The death of the King soon afte pu a « op U ft So'yeL. '" ''"^^^ """"^ ""^"^ °^*""^^' ^"''^"" postponed The enterprise was taken up again under the ministry of Richelieu. Giullaume Bouterone and Jacques Guyon were the authors of a new ^^ri':iV!Te:r^^^^^ ^^^^^"«« '^^""^ Their offer and terms accompanying it were agreed to, and letters patent were issued in the month of September, l(i38. The Kin - con lerred upon these men and their children titles of nobility. This'canal was opened at the time specified. The success of this first attempt of concessions led to their general adoption. For nearly three centuries the reign of concessions for canals prevailed, and was beneficial in the results^f their deXimient! fii t^ii^ /*" "?-^ waterways the state held the control and received he tolls, furnishing, with the aid of the interested districts and locals ties, a more or less considerable balance of the funds required «nnn L w!'i ^""'A^' ^"^^S^^^"' ^ere conceded to favorites. Others soon followed to the royal family or attendants at court. CANALS DURING FIRST REPTTBLIO. Nearly all of the work upon canals was interrupted by the revolution. The decree of Ja,mary 15, 1790, which abolished provincial adminiS- JimnoT'.i? *^-''''Jf ^?"^^ ^"*^ departments, united in the public «^v n«n.?l i"^"^'^^^^? ""^ "^'^ 'y^'^*^*' belonged to the provincialt sates, SIX canals haying only a length of 134 kilometres esctwed. ihe collection of tolls was abandoned on nearly all of the canals and entirely upon the rivers, which were completely neglected. ' llie canals were at first placed in the hands of the agency of the national domain from 1791 to 1798. From 1798 to 1807 tliey were iu trusted to an administration in which the Government was interested iPitr^nf quiet and order weiHi restored, the repairs and mainte- nance of these canals, fallen into decay by the neglect of many years, became the object of solicitude to the Government ^ ' finn -^f'f?'"*" "" i'|w in/licating a new departure in the way of specilica- tiou ot taxes and their appropriation to the maintenance of the canals. M - I f I ; i > ' ! I 1 i I 112 CANALS IN FRANCE. The OHtiinated cost of repairs at that time was 11,825,029 franca. These and many moni provinioii8 were made by tiie celeluated law of the aoth FU)r<:'al, y«'ar X (May 20, 1802). After having provided for the maintenance of eacjli series of canals from their recei|»t8, the Gov- ernment took upon itself to continue the constructions intorrupttid by the revolution. Contrary to the lineofcondu(!t adopted for the existing water routes, the proposed new lines were to be constructed at the expense of the (foveriuuent. The funds were dellcient. Napoleon then proposed to raise the necessary amount 'wseliinp: the caiuils belonjjinj; to the state. These were the Midi, Orleuus, Loing, and the canals of the Ceutre, and St. (^lUMitin. 'IJhis i)lan was arried out by the law of the 23d of December, 1H09, which ordered the sale of the above-mentioned canals upon the condi- tion that the i)roceeds should be employed to tinish the camil Napoleon, connecting the Rhine and the Ithone, the canal of Bourgogne, and the grand canal of the North, which was intended to unite the Escaut an, and rei»resents a third of the tonnage,' and a much greater pfo[)()' tion of the boats navigating the Seine, and the canals of the north, 'j'hey are Hat-bottomed and decked. Tlioir lorm IS rectangular, their duDtnsions and tonnage are variable, but all ot recent construction are of the regulation size of Urst-class boats and the tonnage when drawi.ig 1 8t) metres varies from 295 to 300 tons. They are used for long routes. (2) The tlialand so nearly resembles the p6niche or belandre that they are often mistaken lor them. They are used upon rivers and canals, and especiially those of the north and east, and on the Seine. Those of the Seine nre generally 40 metres m length and 7.35 metres in width, and carry 475 tons, drawing 1.8 metres ot water. Ihey are found even longer, 50 metres, and these can carry 0J5 tons. Lach series of canals and each river has its peculiar crafts which seem best fitted to the locality. The capacity of these boats varies from that of the market boat to the boats foun.l on the Khone and Saone, which, with the same draft of water and a proportioned width ot beam, have a length of from 120 to 140 metres. These long hulls, adapted to a special navigation, arc really floating rafts, which on the rapids receive a perceptible inUection in a vertical direction. Custom has adopted these exceptional dimensions upon the Saone, the course of which is smooth, as well as upon the L'hone, which is rapid in its How. They seem to answer the purpose ou both streams. TOWING FROM THE BANK. Towing from the bank or towpath is accomplished by men's arms or beasts of burden. Upon the canals but little used, the towing by hand is still the most m use and is the most economical. Two men with allowance of or the difference ot the load can draw a boat carrying from 80 to 100 tons. It IS hard work, but when locks are frequent is endurable. The rate of triivel rarely comes up to a kilometre (tive eighths of a mile) per hour, and with the tune lost in locks, not more than 8 or 10 kilometres can be reckoned for a day's work. The cost of Iwinlimr iiion« ic, n tr. n ,r^\\\\,^^^^r^^ (0.t)U< iranc) per ton per kilometre. The use of the boat, insurance, incidental expenses, and profit, come to as much more, so that the cost -ra 116 CABALS IN PRANCE. I of trausportatiou in this way is from 0.010 to 0.014 franc per ton per kilometre. Upon the Canal de Berry, to pass through the narrow locks, boats of 2.50 metres in width, carrying 50 tons, are used. They are towed by an ass, stabled on board, assisted by the boatman and his family when circumstances require. This primitive arrangement competes successfully with the large boats, not only on the larger canals communicating with the Canal de Berry, but also upon i he small streams of the basin of the Seine. When the happy family are in accord, and everything moves smoothly, this mixed towing costs about the same as the first mentioned, while gain- ing two or three more kilometres per day. Towage by horses iS done at the rate of 14 to 18 kilometres per day ; the price amounts to 0.011 franc, and the whole cost of trans|)ortation to 0.017 to 0.018. With relays of horses the cost wouhl increase from 0.0:^0 to 0.0:^2 franc, and there would be a gain of 11 to 12 kilometres per day. Many of the boats, like those of the Canal de Berry, carry their horses on board. There are so many contingencies, such as flood, rates of insurance, pilotage, etc., which vary so much at different times and seasons, and are also influenced by a more or less lively competition, that the figures above named as the price of towing may rather be assumed as what they should be, than what they really are. COMPULSORY TOWING. By an act of the lOth of June, 1875, towing .was made compulsory upon the Escaut, the canal of St. Quentin, the<,canal of Sensed, the Scarpe, Deule, etc., in liort upon all water ways which connect Paris with the north and Belgium. This commercial restraint became neces- sary on account of the frequent blockades upon routes where it was important to keep free passage. It has been satisfactory, but it would be injudicious to attempt to generalize a measure of this kind. The arrangement is briefly as follows : A contractor on each division agrees to insure the towing of all boats which ofl'er, at prices fixed in his contract, and which vary according to distance and the kind of towing required. Their prices average per kilometre 0.002 per ton of boat's hull added to 0.003 to 0.006 millimetres per ton of actual cargo. Towing is obligatory upon all loaded boats except steamers and sailing vessels; it is optional for empty boats. CANAL SAILING VESSELS. Sailing is very little practiced upon the interior rivers of France; numerous bridges and narro\v connecting canals do not offer great facilities for this mode of navigation. In the maritime portions of the rivers, where bridges are rare, nearly all of the ships are equipped with sails, which they use advantageously. STEAM NAVIGATION. There are two kinds of steamers — those propelled by side wheels and those by screw. The former, acting on the surface, require less dr.aftof water and are not so much exposed to damage from bars or other obstructions in the stream; on the other hand, in the maritime part of the river they are sub- CANALS IN FRANCE. iieir horses 117 .octea cau* str„„| tug^/t^rr^uife^'r 1 o^b^tin^lSS GKAPNELS OF TIlZ RHONE. CABLE TOWING. proved very successful in luiiuers ° °' """"« ''»' caual of Marue ou theSue -.ZZ 1 ? u'^'u of MaSir ""' " ""' ways Js objeotloi ; oSrs Cl fe™^^^^ For instance, in curves it is w.'.irH.ttr,™ i " f '"'''° al""i for the North of France, where much is favorable to navigation. It can be assumed that less favorable circum- stances could scarcely add more than 10 millimetres to this cost. Adoi)tiug this estimate, which appears liberal, the benefit would be 1 Iranc Ibr a course of 100 kilometres, and for a long route 3 francs for 300 kilometres. • It should, however, be considered that between two places united by railway an«l canal th6 former has an advantage of about one-fourth in distance. Valuable merchandise requiring rapid transit, such as wines, worth 350 to 400 francs per ton, would on a distance of 300 kilo- metres gain 2.25 franct:, or one-half per cent., whiidi would not compen- sate for the delay of a month. Coal, on the other hand, worth 16 francs l)er ton at the mine, by saving 2,25 francs would have a benefit of 15 per cent. The same apj)lies to building stone. The advantage upon rubble and grindstones which pay G francs by the cubic metre, the eciuivalent of 3 francs per ton, for a distance of 100 kilometres is 0.75 francs or 25 ])er cent, on cost of material. Wood, minerals, manure, limestone, bulky merchandise, hay, straw, and coke are advantivgeously curried on canals. Heavy ordnance for the navy is often carried by canal, the risk of breaking down the (!ars and bridges deterring from the transport by rail. Agriculture and trade are jiarticularly developed in the Depart- ment of the North, and of the Pas-de-Calais, and they owe much of their prosperity to the connection of their mines with the manufactur- ing centers of France by canals. This is the most important coal basin in France; it furnished in 1882 half of the whole amount mined in France, and more than 30 per cent, of the entire consumption of France. The coal basin of the north and the Pas-de-Oalais produced— Tons. InlSr.O 1,000,000 InlSiiC 2,000,000 In 18T0 4,000,000 s 'fe CANALS IN FRANCE. 119 sated the e 10 i>er althongb m 23,089 tonnage liad been to 9,791,- Y affected *iiig their figures in the navl- milliards nt. an be re- sr kilome- rtation is Ja and 20 esents 20 3 much is circum- 8t. would be trancs for united by ne- fourth , such as • 300 kilo- i conipen- 16 francs ; of 15 per francs bv ice of 100 . Wood, and CO lie he risk of nsport by e l)epart- 5 much of mufactur- coal basin mined in )f France, d— Tons. . 1,000,000 . 2,000,000 . 4,000,000 . 8,500,000 . 9,500,000 In the year 1883 tlie output exceeded that of 1884 by 600,000 tons, as the industrial crisis limited the demand in the latter year. The mining of this coal increases in a wonderful manner and calls lor constant amelioration and increase of water communications, which call alone enable them to compete successfully with importations from other regions. EXPENSES OF WATER WAYS. The expenses of public water ways are, like other public works, sub- ject to ordinary and extraordinary expenses. The hrst are of annual occurrence and do not vary much from year to year, such as keeping in order old or constructing minor new lines; the second relate to more permanent improvements and additions, which when complete do not require to be renewed for many years. The hrst are included in the ord'inary budget of the minister of pub- lic works; the second, under one or more heads, are termed extraor- dinary works. Herewith will be found a summary of the ordinary expenses of the navigable ways, and another table of the sums thus expended from 1814 to 1817. These tables only give the details of the expenses for labor, to the exclusion of the laborers. Tiie personal expenses paid for super- vision are difiicult to obtain, such as the sums paid to engineers, mana- gers secondary agents, lock-tenders, etc. Many of the superior officers and their aids have a variety of duties to perform which are not con- nected with canals. They have to look after roads, railroads, hydraulic works, and various sur\ eys. A considerable portion of this fund is applied to expenses connected with these water ways, such as maritime canals and the maritime portion of the river upon which shins a^^ end. The rivers serve other purposes, such as reservoirs for man and beast and domestic purposes and irrigation of the streets of villages and cities and irrigation of laud, l^or the last-named purpose this district has no use. A considerable source of revenue arises from the sale of forests planted on lands redeemed by dikes and the banks of canals and upon which trees ^^wm?' •'^' '"''"o^s and poplars, are grown, which sell on an average at JO francs ajiiece at the growth of 30 years. The revenue from this source alone was 315,063 francs in 1887 The wood sales of the navigable waters of the Department of the North and Pasde-Calais were, from 1883 to 1887, 69,500 francs, and will be much more when the growing groves will be matured. The net profit of tlie sale of 18,000 poplars on the Seine was 414,000 francs in 40 years, or 10,350 francs per annum. The trees add not only to the beauty but the comfort of these water ways. The falls are utilized as a motive power, and they become vast reser- voirs, where fish are extensively propagated. They sometimes break through their banks and do much damage to lands and become the depositaries of much unhealthy matter and require great outlay for repairs. i & The importance of the waterways of France is conceded on all sides, and their extension and amelioration have received (he careful consid- ®^m, " ®^ ®^®^-^ administration, and of none more than the present. llie financial problem alone prevents thei; more rapid completion 1^ ranee inust (or thinks that she must) maintain an immense army and navy, and these cry louder than canals for their supplies. Froflts drawn by the State from the navigable water ways still eyist, as shown by the tables, although tolls have been abolished. ^ 4 I ir . ■ ■ ■ ■r g J J; .':l E»3g33«l il ! s i il i ;B1 1 i I i, f 'il^ 120 CANALS IN FRANCE. Tb()s(i wliicli acoiuo to the state, as regulated f)y decrees, from the exteiiHioii of the (irty of the owner adjoining the river. Tiie work is lar from coin|)lete, yet l'(),()()0,()()0 francs' woith of land can now be considered as alrea, 538, 000 Francg. 10, 807, 000 Fra ncs. 213,000 Francs. 20, 000 Fra net. 239, 000 1814-'30 33, 608, 1!)9 11)2,153,000 27, 7i.'-.,;wi 11 7, 034, 805 30, 198. 627 46, 15,-., 927 "';W,'85i,'9,-iG' 10,841,594 8!), 798, 202 ;»8. 843, 851 40. iiU/, 5V8 33,008 J 99 1831-'47 ]4I,005,9.'-.7 44,5W.075 206, 8 13, 007 78. 042. 378 92. 753, 51.5 1848-'51 18.V2-'70 187I-'78 1870-'K7 79, isb .5.334,016 1.029.188 2,304,051 70, 001 530, 488 240. 071 31J, 308 200, 302 5, 865, 101 1.875 859 2, 077, 040 Combiuod 303, 800, 838 230. 933, 183 596, 800, 021 9,4.)8, 150 1, 100, 158 10,018,314 IIS season the uavi- uimerous aoiircoH. Combined. CANALS IN FRANCE. ORDINARY WORK— continued. Expenses Uraun from the ireanury and from other interested 121 «o«rce«— Continued. Tears. 1887 , 3814-'30 18:!l-'47 i84«-'r,i ]8-.2-'70 1871-78 1879-'87 Combined Funds of treasury and oilier funds com- biued. Kivers. Cannls. Combined. Franct. 5, 482, 000 33, 608, 109 102, 15:t, 999 27. 84r,, 082 122, 300, 421 40,827,715 48,620,578 375, ;i24, 994 Franef. 5, 482, 000 3;t,608, 199 102, 153, 999 27, 845, 082 12.', 309, 421 39, 090, 522 40, 0U9, 970 232, 093, 341 Francs. 11,048,000 33,008,199 14l,l . I852-'70.. 1871-'78., 1879-'87.. Francs. Garonne. Francs. Ferries. 961,201 270, 457 I, 459, 625 380, 292 12, 075, 8.54 2, 402, 707 .5, 804, 736 1, 801, 373 3,077,635 22,084,669 Francs. 45, 000 Conibioed. Canals. First category. Francs. 5, 269, 000 Franci. 4, 450, 000 Second category . 537, 870 1, 998, 181 690, 847 645, 239 3, 872, 140 33, 60H, 199 102, 163, 999 27, 715, 381 117, 034, 805 39, 198, 527 40, 165, 927 365, 860, 838 27, 849, 392 11,65.5,980 67, 685, 109 30, 833, 720 37, 038, 065 174, 86S, 175 Francs. 1, 088, 000 Combined. 11, 002, 506 5. 285, 614 12, 21 {, 093 8,010,122 9, 558, 013 56, 070, 008 Francs. 5, 538, 000 38, 851, 958 10,841,594 89, 798, 202 38, 843, 851 40, 597, 578 Total. Francs. 10,807,000 230, 933, 183 33, 008, 199 141,005,957 44, 556, 976 206, 833, 007 78, 042, 378 82, 753, 505 596, 800, 021 as hi ■"Vi i 1 1 122 CANALS IN FRANCE. Difienf of revenue and profit acmting to the nlata for rivers and canala in 1887. Krrrii'n I'MhIhty liiiiiilii'i); I'ljllltllllDIlS Vni^ III' water Uhi- (if |)iilili:' (loinnin (Jnnlnut I'or towing.., MiHI'lllIllIUHIIIH Total. Itlvurg. '•ranet. 80, (i(l8 8:ii,:)4;i 111,400 27, 20:1 02, 487 1211, 111 4 y. 7(iO 114, 04M I,;i40.200 OuiiiiIh. Francs. 2. 220 180, r>iio l.MI, 322 317,800 77, f>0,5 114, 2110 102,802 CI. 108 1,084,G'>5 Total. Franei. 111,804 1,020,01)0 270, 788 n4r), 003 130,0112 223, b4(l 100, &71 U,'), IM 2,433,0ni Annual income from i oila received by the mate for years 18IW to the aboliiion of tolls in 1871). Ycftr. Aiiniinl iiu'oino. Year. Aiiuunl income. 1838 Fraiicn. 5,013,310 r>, 477, 0118 5,2,S0,801 0,704,301 0, .'■)85, 821 7, 004, 282 7, 302, J5 8, 720, 000 11, 144, 401 0, ('.74, 023 0, 800, ;<5(i 8, 028, 30,-) 0. 387, 7110 10,3,'>U, 120 10, 082, 484 10, 082, 4.S4 0,. 050, 109 10, 300, 6611 1 1, 008, 348 10, 5.-!4, 528 7, 892, 782 1H50 Franct. 7,071 179 1H30 1800. 0,507, 133 1840 1801 1W!2 4, 0'.iO, 050 1841 4, 250, 020 4, 832, 003 4,077,100 1812 1803 1843 1804 180.').. 1844 4,871,249 1845 IHOO 5,370,470 1840 1807 3, 820, 188 1847 1808 3,721,024 1848 18U0 1870 3, 984, 408 2, 072, 088 1840. 181^0 1H7I 3, 283, 470 18.'il 1872 3, 777, 225 3, 705, 270 18,V.' 1873 IK.Vl 1874 3. 842. 400 18!i4 IhT.") 4, 270, 809 4,1,54,620 4, 402, 288 IB-W 1870 1850 1877 J857 1878 4, 203, 813 4,31)0,781 IS.W 1870 OlIAS. P United Sta'jes Consulate, Rotten, i^cptombcr 'Jl, 1890. Williams, Cotisul. THE FOREZ CANAL. JiFrOTiT BY COMMEKCIAL AOEXT MALMROS, OF ST. ETIENNE. The Foivz Canal, dorived from the Loire River, is destined to the irri- gation of that jiart of the jihiin conijirised between the Loire and the Lifjnon Mountains, it is composed of three great branches giving ori- gin to a hirge unmber of arteries. By the decree of 18(i3 a i>erpetual concession of the canal was granted to the department of the Loire for the irrigation of about ()r),(U)() acres, and granted for its construction 1,000,000 francs, representing about a (quarter of the total expense. The works were thereupon comn)enced,but after some months, the sub- scriptions being deemed iiKsuilh-iont, the const ruction was inteiTUptcd for a long time. However, in ISS'2 a bill was passed assuring the com- plete execution of the canal at the expense of the state by means of the 1887. Total. Franet. i,o2u,o;)» 270, 7K8 .lif), 063 i;iu,o»'^ l>2;i, b40 ]00,&71 145, ]M 'A4»:i,ora ilion of tolls AduurI income. Francii. 7,071,170 0,.n07, i;t3 4, (I'.IU, 1(50 4, 250, 020 4, 8;i2, 003 4,077,100 4,871,249 5,370,470 ;i, 820, 188 3,721,024 3, 984, 408 2, 072, 088 3, 283, 470 3, 777, 225 3, 705, 270 3, 84'.', 400 4, 270, 80!) 4,154,626 4, 402, 288 4, 203, 813 4,300,781 MS, Consul. to the irri- e and the jiving ori- l>erpetual '. Loire for istruotion expense. I, the 8ub- iteiTUptod <; the com- ans of the CANALS IN FRANCE. 123 following reaonrces: First, afiupidemcntarvsnbaicly of 1,222,000 franca briiifrmff up the atate {?raMt to a tliinl of the whole cost ; second, a loan to the departiiu'ntof the Loire hearinj,' intereat at 4 per cent. Iho maintenance ami workinj; of the canal ahould be borne by the department who each year was to liand over to the treasniy the net proceeda until tlw whole anm advanced waa paid oft'. Immediatelv the worka commenced a<,^ain and at the end of aix years the three branchea were terminated to the aatiafaction of all parties and eapecially of the farmera who dwelt in their vicinity. Rvpcnsc— The expense of the construction of the Fore/, Canal reached the aum of 7,037,100 francs. The followintf table shows the lenijtha, area covered, and expenses of the construction at the different epocha- Designation of tlio parts of tlio canal. Works exociitod boforo 1883 Works oxeciitod up to 1888. Total Area fur- nished. Acrct. 18,000 5, 000 23, 000 Lt-njitli of canal. Miles. 100 15 11.'! Bxpeuae. Franet. 3, 000, OliO. 00 1,097,008.57 4, 097, 008. 57 The correct estimate of the remainder has not yet been ascertained aa tlie canals are not yet completed, but it is expected that the whole sum will not exceed the 7 millions already mentioned. Worhnff of the canaL—The maintenance and working of the canal ia done by the |.n.'t«.r ivcr'vos Ihe water nl ha^t two i;;;;,'!; a,Hl (l,e vohnne .nsrilu.tlul ranges Iro.a 7 to 15 htros per «econtaiued by the eouscientioua pro- TM . orl M V Tsat sVa<-t()rv. Son;;-, lauds f.u' which 2,500 tra.u^s the et re (•> 47 ae e was paid betore this systeu, of irripHuu. are now rtlS,uio,Va.,es. The results lor others are more ]"«;!»:,« ;,>,^^.,«" e, eo naoinj.. Mea.lows whieh h.Melotbre were valued at A<» \''" » J .1 1 not now be sold uiuler 4,500 franes. As it takes tyou 500 to (.00 ; e e e^aV;^^^^^^^^^^^^ i'ood n.eadow, the protlt ^^ ^^^^^ ^^ I ; iV nes and due to irrif^ation. The hire ot farn.s has a so uotably rnerltas^il ; lands whieh wen. let at W francs before the existence ot the canals now obtain easily 'JOt> iranes. ncvclopmvHt of the »yi>tem of irri(iaHon from 1871 io 1885. Ijpnsth of Extent of I'rotluction. Yonrs. canal. Kilomrlri's. irri}!iitiou. Ilertarft. Franr». :)l.l)40 ■Jll 8, 435. 30 1R71 .. ;n. 1)1(1 185.2.') 0, 833. 50 187-2 ■;■... 32.»ti710 ItiO. 70 4, 335. 34 187;t 38. 70:no 211.44 10,048.11 1K71 . 3». 70310 204. ni 12,081.11 187S 63. 1701 -J 307. 70 13,612.40 1870 ... fi3.1701-J 30.1. 33 15,703.10 1877 79.04347 3i;o. eo 1«,0«3.00 85. 1746.'> 408. 36 17,023.82 1S7!» DO. 'JSriO;') fiOO. 49 18,851.30 1S80 10J.328ir> 540. 75 20, 050. 63 1S81 104. 0003.') C6H.40 20, 014. 23 IKfi-J llU.OOOiif) 533. 70 20, 337. 04 188;i 104.0003.'") 563. 50 21, 020, 03 1881 104. C9'J85 011.80 22,013.64 1885 . 1 Uil>mi.>ttv:-B<"ilo- llioctil re-- 2.471 acre s. The Slow progress of irrinatiou remarked in the plain of the Foroz is to I H^t ti^l. Hi to the want of initiative on the part of many proprie. tor^ind to the relative importance of the expenses to be incurred in !l !r,M^n ; lin of the lauds which hitherto did not receive the^waters «'r f .■.V'..:,n.,i It i,..s been already stated that the cosr oy uccuire a n^it 'd i '500 o H> fJam- J^ and farmers hesitate to lay out that smij^ rtltS^^^^ ai 20, 050. 63 568.40 20, 034. 23 5;!3. 70 20, 337. 04 553. r.o 21,020.03 011.80 22,013.64 if the Foroz is nany i)roprie- l)e incurred in ve the waters st l>,v hectare out that sum, n. while again CANALS IN FRANCE. 125 the fanners have generally only a lease of from six to nine years, and r«STimlfto"n;;>y't!" '" ""^"'"'^^ "'""'^ "''^""''" ""' '""'y 'h.^ye'mch The amount of Water to be derived from the Loire is fixed at 6 cubio metres per secrond wit h permission to increase this quantity progressively nL.?fH ""•" ".""''In- f'''' ^^'" J"" I'"-'*' Of determining the sections ?L V .Vv ""fZu^ ';"'?'M"^'^'«'^ '"^ve been taken as basis. On the Is 1, dav oi Apn , 188!) M.O kilometres 840 metres of the canal were iu activity ot winch ,i7 kilometres ;{r> metres belonged to the nuiin canal, the re namder to the bianeh arteries. The entire work is iu a sound con. dition. iJowever, the nupermeability of the canal and its branches eaves at certain points much to be desired. The tiltratious of water thereby produced con.stitute not only a «langer to the stability of the embankment at sucii jioints, l)ut have also the imjouveiiience of irreatlv reuuciiig the net reveuues of the canal. It is proposed to devote all sur- plus reveues ot the canal to remei ;?;if'''''^''Z ■'•'''" Pi-ol>'tble expenses during the year 1890 win De w8,0;>0 francs, leaving a suri)lus of 1,950 francs. DEPARTMENT OF THE LOZijRE. In this department there is no irrigating canal constructed or owned eitner ijy the state or any of its subdivisions or by any private incor- porated company or syndicate, yet believing that irrigation as practiced in the depart^aent and the laws regulating it may be of some interest, 1 submit the following remarks in regard thereto : Up to the present, a special account of the lands irrigated in the department of the Loz6re has not been kept. The lower valleys are generally ungated as well as the sloping lands, .iud the quantity of hay ana straw «leiived from grounds thus irrigated has increased fourfold ana tne quality has also been considerably a- meliorated. The average pnce ot land submittetl to this irrigation has increased 4 and 5 per jVowrces 0/ ica/er supph/.-lSo river, lake, or reservoir of importance exists in thedepartment, but some rather good streams traverse iu differ- fariuer*^ "'^ country and are availed of by the most intelligent Character of worU.~T\\(^ method generally adopted iu the Lozere consists in cutting through the banks of the streams and causing the water to flow through the land by rills slightly inclined. As the amount ot water depends on the tlushiug of the streams by the rainfall it often liappens that m summer a great lack is ex|)erjenced. In sneh euses the proprietors of the soil have an understanding with each other and irrigate alternately. The water derived from springs is collected iu reservoirs and distributed by means of pipes made ad hoc. The trac- 126 CANALS IN FRANCE. ' iu{?of the rill.s is vory HimpU). The fiirmor cuts >no from the stream direct uiul prolongs it to the jmkI of his land and then traces arteries on each side of it as becomes necessary. Water distribution.—Tlm administration of the department has not 80 far regulated by any special laws the system of irrigation in the Loz5re, but has left it entirely to the people themselves, who are gov- erned by the general laws of irrigation, which are as follows : The proprietorH of lunil bordering on a rmining water other than such as belong to the public (loiuain (utato) may make use of hiksU water for irriKatiug their laiid. lii caHo the water I'liiiH through the property the owner may even within the limits of bisbiud divert mich water from it« natural course for purposes of irrigation, provided it is restored to its natural course at the point where the water again issues from his property. The proprietors of an estate traversed by a running stream can not absorb entirely such waters to the ))rejudico of lower riverside owners, even if such water docs not Buftice for the complete irrigation of his own estate. In such a case it l)eIongs to the province of the local courts of Justico to so regulate the use of said water between the several riverside owners as ito conciliate the general interest of agriculture with the rights of private property. The prefeotsof departments are invested with powers of making police regulations coucerniug the manner of using all running w.aters not navigable nor lloatable. Every proprietor who in order to irrigate his land desires to make use of either nat- ural or artilicial water courses of which ho has the right to dispose may obtain the passage of such water across intervening estates on first paying a just indemnity to the owners of the last-named estates. Excepted from this servitude are houses, roads, gardens, parks, and inclosures belonging to dwelling houses. The owners of land lying below the estates so irrigated are bound to receive the waters running off from the latter on receiving a just indemnity. The exceptions mentioned to the previous apply also to this servitude. The contests arising out of said servitude, the location of the pipea or other waterways, the dimensions and forms of the latter, the iudenmitiea due to either the proprietors of said intervening estates or of the estates through which the water runs off from the irrigated property, have to be submitted to the tribunals of justice. These will proceed in a summary manner, conciliating the interests of the irrigating works to be established, with the respect due to property, and appoint, in case a valuation should be necessary, an export, but not more than one. Riverside owners of land entitled to irrigation h ive tlio privilege of supporting their dams or other structures required for that purpose on the land on tho opposite side of the river by- paying a just indemnity to the owner of such land. The peasantry therefore being completely free to control the irriga- tion of their lands they use the water according to their wants. Irri- gation is eftected at three diifercnt periods of the year: (1) Before the first cut; (2) immediately after, and (3) in September before the cold Sftfs 111 The method of irrigation as given above, being so simple and rudi- meutary, it is difficult to calculate the expense, which in all cases is excessively small if not insignificant. The farmers trace the rills iu winter when they have nothing else to do. The springs belong to the proprietors of the lauds in which they are situated, and the streams belong to nobody iu particular, but all who live on their borders pos- sess the right of use of them as defined by tho civil laws already cited. Climate and soil.— The Department of the Loz^re is the most elevated of the central departments of France. It is traversed in lurnisl,™ tho Bei'vicp <»nvoMie.it points , iho canal is numaced I»v tha «foL i workH by tbeaclnnniS iifof ro,Sfam(bS «^ P»^'i« No tollH are levied. *'"^ bridges (Pouts et Ohaussdes). ^^The^masonry of the locks, etc., is of the most solid description, being est^nr:^^;;S);iK:;i;;:^iS. s;;.:t^^^'«r'r "- -■«-» consequence of 8i)eculali,»n haviui! tX^uU^^^ I'riiKiipally i„ priation of uecesiary la.u to the ex; , /Jf^ '» an icipation of appro, a change in the ori^^nal pbuKs '^^. I" ^f Z ^f f?''"'' ''""^ "'«« *« l^fJIio^Sri^llS'llSli^il'S^^ l-e about nnunder fell upon the State. ^"'"'"^'^^*^ ^^ "a^re $1,000,000. The re- The principal localities which sit flm f;,..« ^<^4.i were in active relations wS IJavL dow .fr ^^^ ^^'"""^ ^^ *''« C'"^^! Sone Paris, and Rouen, a Nancy a mrPnin^i'V*''*' *''*^ ^'""'^^ «f t»ie and Moselle, which sent cargoeSal U Sl'i'^T^'^ "•^' Meurthe, were grain of all sorts, cotton lye woods n^^^^^^^^ the principal goods now ujostly pass through the canal ' l^*-'t^'^>Iei»m, etc., goods which ^o^o^'st!:zr::^.Z'7i^^ «^'-^ "^^^aiands,- ;ron, of a length of 125 to 130 feet ts to ^7.1 V f^^^^fV/O''^ true ted of trom 300 to 450 tons, with 5 ftoMo iJ? f"''^. I'rcadth, and carrying chalauds of the Genen^^ Tmns^'or Uio ? r ?. '^'''^^ ^^ ^''^'^'' ^^^''^ iron through the estuary of the S W .o i ""'"l''"'^ ^'^'^^ brc^adthof26feet,KutheJcatSeS;L'T^'^ f '''' teet';^' and are trading mostly wit^h iSuZ Zl r'ris^'"''*"' '^'^''" «^ «'^"'''« nage varies from 250 to 700 tons on a len\rS of lo, r'."^''\ ^^*''' ^O"- 16 feet, 7^ feet high in the middirdrawifJ f w ?rf • ^'^*^ ^ ^^''^th of {-gate such canals as Have a ^i^^J^f^^^iSlSr^f^S ?t^f. r?iffl"l/'/^^"^ ^-^^ tugboats. liable to variations, but one U Se of t?.'il nf^'' '^ ^' "^ ^^♦^''^^^^t are regular and quicker mode of ri^-er imvi/aHon I ''^^^' '^^^' *« ^ "^"''e wine, timber, petroleum, etc., arelar'^e Iv forw;r.i^? ^""^ZX"- ''"^^' g''«'"» cotton for the mills in the East wl foh f£ ^''''™'^^^ ^y this canal, also by rail ; on the other hand, he^v y a'd bulkv'iL7' «^«'"f ^^'^ sbippecl mi " "^*^" ^ francs per ton ""^ "^ ^^^"^ to i! . k. 1 ! 1 ' MM 130 CANALS IN FRANCE. The following table gives the number of boats and tonnage up and down stream since the opening of the canal: Total traffic for 1887, 1888, and 1889. For the year 1887 the movement Is from August 1 to end of December, and for 1880 from January 1 to August 31. CANAL FROM CAEN TO THE SEA. This canal has been constructed to give access to sea-going vessels to the nort of C3aen from Ouistreham on the sea, so as to remedy serious inconveniences wM^^^^^ through the river Orne was exposed to? TtTs constructed on a\ingle level with locks .^t eithj end ; its i\;n«rfh is about 9§ of a mile (13,987 meters , with a depth of 17 feet. 'Xe "oriS traLveJse secU of the canal (as illastrated beh>w pre^ sents a bed (or cunette) with embankments, tow path, etc. This bed h?s at the bottom a width of 32 feet and at the top of 88 feet; the era- bankments are 16 feet wide, the tow-path 42 feet on the top and 72 at ' Ydo'c^Cgaref fJo ^e'et ?n tgth is below the bridge at BlaineviUe and a second one of 975 feet in length is immediately above the lock at ^ The canal' is crossed by four turning bridges at important Pomts, the abutments of which leave a passage varying from 40 to 40J feet in width The roadway of the bridges is llj feet wide, and their length il 85 feet The construction of the canal was authorized by a law passed Julv 19 1837, in which year the work was begun but it was not until 1843 that the final project was adopted. The canal was opened to navi- lation on the 1st of July, 1857, though some necessary complementary fork was not flnShed until 1859. At that time the canal had cost rbnntll940 000, including the locked basin at Ouistreham and the SS at Orn'rcalled the New Dock ; both these works costing about ^ T^i?^' oa^ual is fed by a sweet-water stream called the Odon, and by water ckawn from the river Orne by means of a movable b..r or dam, which obstruction is at all times, except in the winter season or sprmg *^ The'canal is not used for irrigation, as the land through which it passes does not need it. '1-;- »nnage up and CANALS IN FBANCE. . Knmber ptDnaces. }nna<;e. Up. Down. 6S, 097 291, 574 207, 634 17 182 116 17 190 109 for 1880 from January ■going vessels to remedy serious Qe was exposed either end; its )th of 17 feet, ated below) pre- , etc. Til is bed 88 feet ; the era- le top and 72 at ^e at Blaineville, ibove the lock at irtant points, the to to 40J feet in and their length d by a law passed } it was not until ,8 opened to navi- y complementary e canal had cost streham and the ks costing about the Odon, and by ,rable b!ir or dam, • season or spring through which it 131 urn pore oi <^aen through the river Orue is not included : IMPOKTS, Morcbandiso. Mercbamlise. Coal Timber Oil seeds Soap Cement Salt Pig iron M infra) tar. Bricks Tons. Oats Ice Pyrites ... Wheat Oranges .. Iron Various* . Total 6,433 300 590 9,969 380 100 7,004 331, 219 * Various merchandise comprises coffee, sugar, hides, indigo, tallow, grease, etc. EXrOKTS. stone Paving stones lion ore Barley 1,680 3,(. . 5,514 29r Oil-cake .. Various... Total 728 1,685 15,561 United States Consulate, Eavre, France, October 3, 1889. F. F. DUFAIS, Consul. CANAL FROM NANTES TO BREST. Ji£POJiT OF CONSUL SHACKELFORD. int^tlo^^etr/s^tlfersfeS^^ ?/« -"es, divided a distance of 69 miles It tavp.fai^ ^""'W^^ *^ ^^^ city of Eedou, emptyinginto the Loire. TWs 8t?e JS to L«^H*^'r ^'^f"' ^ «"^^" "^«r isee, adapted for nav^iou by £s and looL ^Ti'"^"^ ^°'?' '^ «^"^»- are in the center of the citv Thi wi . ; ^^f ^^"^ ^"^ *^o locks !,.., ^^.m^ufi juuviivixa mm numerous small rivers. ' " "'' tm ;J "*?• •■ ' ; W ! il I I fi; !H CANALS IN PRANCE. I am indebted to the chief engineer for the following answers to my questions : 1 Navigfttion was established between the rivers Loire and Vilaine by the com- ^'? ll.:c2t^:f'Sfl,'sraoVtf Ihe city of Redon was 7,752.5-31 francs 20 cen- times. Of this section 24 miles was dug by hand and 45 miles by junctions with small rivers canalisde. ..,..„ ^ . t. m r t^ T»«..ti, nt 3. The width at the surface of the water is 13.48 metres, about 50 foot. Depth of water, 1.52 metres, about 5 feet. 4. The locks and their dimensions are as follows : No. of locks. Width. Len«tli. Id 12 3 2 Metret. 5.30 4.70 4.70 4.70 Metret. 32.44 2«. 85 20. :io 0.28 5. It was constrncted by the Govornment and is the property of the state. (5. The boats belong to individnals. , , . , r xi ^..t „^.,« 7 Tlie oouatruction of the canal has increased the trade of the section ot conn- try through which it passes. The tonnage of goods transported by the canal was: Tons. 21,580 1838 184-J 187(5 59,465 90,231 t?88::::"::::::::::"::::::::::':::::::"::':--:: -■ - ■- 129,739 8. Boats loaded for the past throe years : Year. IPRfi. 1887. 1888. No. of boats. 1,477 1,773 1,812 Tdunago. 101, 160 119,540 129, 739 It is difficult to estimate the value of their cargoes, but the proportions of the ar- ticles transported may be classiiicd as follows : Articlos. BiiiUlinK.stoiio Wood for fuol and coiistiiictioii AIllDHl'O • Apriciiltiinil in-oducU M iscellrtiipoiia 1886. 1887. Per cent. I'cr cent. 33 18 27 30 13 24 11 14 14 14 1888. Per cent. 27 36 10 12 15 '.) As to tolls, they wore colloctod formerly by a fixed tariff of rates, but that sys- tem was abolished liy law of February 19, 1880, and tlioy are now colloctod by special '^"l.*^ The water is supplied by rivers on the route of the canal and from the following sources: Source. Keservoirdo Viorenu Pond of A^'ioreau Pond do la Probostioro. Keservoir do Boiil do Hijr.s lioaorvoii' d r Etaii^ an MC-o. . . Total Area. Ilcctares. J81.65 20. 95 73. 18 35. 39 67.3'J Amount. Cubic vietret. 7,451,280 504, 108 1, .513, 852 368, 300 1.200,000 11,037,040 answers to my aino by the com- i31 fraucs 20 cen- jy jitnctious with feot. Depth of CANALS IN GERMANY. CANAL VS. RAILWAY TRAFFIC. 133 ni 1 f ""^.^ ^' ^"^ the eighth question it is shown that the articles trans ported by the camil are few in nnmber and conflned to heavv b,X m"VwVconntr"'^ *'" '''^'' ""'^^^ ^ ^«»-<^ i« thcPSp^^ie'nceln n. A. SlIACICELFORD, Consulate of tue United States, Consul Nantes, France, September 12,' 1889. bhe state. le section of conn- y the canal was: Tons. 21,580 59,465 90,231 129,739 No. of boats. 1,477 1,773 1,812 TouDago. 101, 160 119,540 129, 739 portions of the ar- 1887. 1888. ht. Per cent. Per cent. 13 18 27 i7 30 30 13 24 10 U 14 12 14 14 15 rates, hut that sys- coUoctod by special i from tlie following Area. Amount. Icciareg. 181.65 20. 95 73. 18 35. 39 57.3'J Cubic metres. 7, 4 jl, 280 504, 108 1, .513, 952 368, 300 1,200,000 11, 037, 040 GERMANY. GERMAN CANALS. RE POUT liY CONSUL EDWAIiDS, OF liERLIN Ge^n3:xta^vrs:;:,Sjrvi/"'' """"" "'"'" '""' "■" ^n^dlp-^eti^airiErrerintoIr "^""'' ''"''=" »""- "■« Oa.r i„te»Kr'' *""""' "'''"'' """<'" "«' «'"«"• »'"» Havel, is 48 kilometres inleDgtr' ^''°^'' ''""'' '"""" "" ^"""^ ""•' l''""*. ta 35 kilometres i.,ten1:"th!""" ^*""' """"'' """"" ""^ ""'"'"' ""'' n-'™'. te 3» kilometres meJsTlXfh. *'"'''''' """"' ""''^^ "» Ol"-- ""'1 Woiscbel, is 28 kilo- IMPORTANCE. ine great progress made by Berli.i durino- thn T^Q«f 9n ,,^o^ 1 1 OWNERSHIP. oSroVsl^^^litt."'^ ''^"<'" •""■« ^-''"" -S^avfZeTreoT,; TRAFFIC. The traffic is immense; the rates of transportation very low. •I -J 4 IS iJUL wgm(m*»^" 134 CANALS IN GERMANY. ADMINISTEATION. The canals are aclministerea witli great care and with the best possi- Die pecuniary advantage to tlio Government. CONSTRUCTION. The gradually falling courses of the rivers of Prussia favor the con- struction and operation of canals. Some- canals were constructed ex- clusively tor the purpose of preventing inundations, whilst some others serve only for wood floating. By reference to Map ii it will be observed that the Elbing-Nogat Canalleads to the " Frische-Haff," a part of the Baltic Sea. 7. The Johannisburg Canal unites several lakes, the i)rincipal traffic being wood floating. 8. Hamme-Oste Canal unites the Elbe and Weser. 9. Hunte-Ems Canal unites the Weser and Ems. 10. Jade Canal unites the North Sea and Ems. 11. Ems-Rhin Canal unites tlie Rhine and Ems. 12. Hadamar Canal unites the Elbe and Weser. . ^2',?^*^®^ Canal, near Kiel, leaps from the Baltic to the North Sea, 18 48 kilometres in length, 11 feet deep, apd 96 feet broad on the sur- face. 14. The Luwdig's Canal in Bavaria is very important, uniting the Donau, the Maia, and the Rhine. It is 188 kilometres in length, 5 to 6 leet m depth, 54 feet breadth on tho surface, and 34 feet at the bottom. 15. Alsace-Lorraine-Rhine-Rhone Canal leads from the Rhine near Strasburg to the Rhone in France. 10. Rhine-Marne Canal leads from the Rhine near Strasburff to the Marne, in France. * 17. Saar Canal leads from Saarburg to Saargemiind. The testimony is unanimous that all these canals have been worked tor the benefit of the people, and have aided materially in advanciu*' the commercial prosperity of the country. " W. H. Edwards, T,„ „ ^ Consul- General. United States Consulate-General, Berlin, October 9, 1889. f ALSACE-LORRAINE. HEPORT BT CONSUL JOHNSON, OF KTKL. INTRODUCTION. The canal system of Alsace-Lorraine consists of six main canals with several branch canals. The main canals are : 1. The Rhine-Rhone-Canal from the French frontier to Miilhausen and thence to Strasburg. 2. The Strasburg Canal system. 3. The Breush Canal from Goolsheim to Strasburg. 4. The Rhine MarneCanal from the French frontier to Saaburff. Fa- Dern, Ffalzbburg, Hochfeldeu, Brumath to Strasburg. 6. The Saar Coal Canal, from the Rhine-Marne Canal, near Gonder- smgen, to Saarbriicken. CANALS IN GERMANY. 135 >e8t po8si< r the con- ructed ex- ine others ing-Nogat pal trafific orth Sea, I the sur- iting the th, 5 to 6 e bottom, line near rg to the I worked [Ivanciug )S, eneral. als with iisen and urff, Fa- Gonder- « 6. The Moselle Canal, from the Rhine-Marne Canal to Metz, with . branches. The number of boats frequenting the canals of Alsace-Lorraine is about 1,500, manned by about 4,000 persons. The size and carrying capacity of the canal boats are different, according to their purpose and according to the mode of building which is customary where they are constructed. There are six principal classes, which are shown in Table No. 1. The Ehine-lVtarne and the Saar Coal Canal are regularly frequented by J, 195 boats, the nationality of which is shown here below : nomo coniitry. Alsace-Lorraine J'russia Belgium and Lnxenibtirg Franco Uailuii Total Number of bp' *,a. 30» 219 83 567 17 1,193 Per cent. 20 19 7 47 1 lOU Under 200 tons. 141 13H 23 U 318 Over 200 tons. 168 81 83 M4 3 877 1. THE RHINE-RHONE CANAL. This embraces the branch canals of Fliiningen, Colmar, and New Breisach, also with the Strasburg (Janal system and the 111 Rhine Canal. The first project of a water communication between the Rhine, near Strasburg, Alsace, and the River Rh6ne near Lyons, France, by partly using the river Doubs and Sadne, was made in 1744 by Marshal de la Cliche, but the execution was delayed until 1783. From that time, first of all, a communication between the river Sadne, near St. Symphorien, and the river Doubs, near D61e, was commenced, which was nearly finished in September, 1792. The continuance of canalization was already granted when the Revo- lution broke out and caused aa interruption in the course of construc- tion. Not until 1805, under Napoleon 1 , could work be vesumed upon the whole line from Ddle to Strasburg, but during the var time, notwith- standing the employment of prisoners of war tho progress was very i^low. Although the canal was finished in its principal construction in 1814, the navigation upon it could only be opened to Besancon, France, in July, 1820, and up to MUlhausen in 1829. The branch canal from Mtilhausen to the Rhine near Fliiningen, which can not be dispensed with as a water supply for the distance from Miil- hausen to Strasburg, was commenced in 1824, but could only be opened in 1834. According to the first project the expenses for the establishment of the Rhine-Rh6ne Canal in 1744 were estimated at 13,000,000 francs ($J,476,190), but the execution of the work up to 1820 cost already 11,000,000 francs. For th6 further continuance there was deemed suflft- cient a sum of 10,000,000 francs, but even this sum, procured upon shares by a 6 per cent, loan, proved insufldcient. The State had still to add for the total completion of the canal the sum of 7,000,000 francs, giving a real building sura of 28,000,000, and with further raised marks ($5,380,870), which shows for a total length of 350 kilometres an expense of 64,570 marks ($15,374) per kilometre. Under the Emperor Napoleon I the canal was called " Canal Napoleon,'^ m i ^^^ CANALS IN GERMANY. Se\rr!?i^at7r?;4t' ■" "'■'"' '"^V^^' «■» I'IBW™ Ual was ex- 2. THE STRASBURO CANAL SYSTEM Ihe expenses amounted to : i! or caualization of the 111 above anif i.«Vn"n^ VfVoVi W.,'n '':'", 608, 000 For the establi.h.ueut of ih7lXVcZ!:'2^^^^^ ,, gj ^ Total — '■ rn. ^ , ^ 2,000,000 2. Eenovation of 99 pair canal sluice-lock gates. iislsisilpll 6. A new warehouse in Fliiningen. 8. xhe establishmt^nf, nf a. h».i/ip.« »..,;if u_ ^.i.-, ., ,, ,_..,, ^.!.cgv>, udtit uy the cttj of Miilhausen at ' IMBK9A. MKm ived again lip to the asburg its first prqj- Wie Canal 23.8 kilo- iue boats, ing canal ow Stras- il was ex- t branch, in in 1835 9s and of 1842, the uence in Marks. 608, 000 275J, COO 1,120,000 2, 000, 000 Canal, SCO and sxecuted usively : iiningen I others, Bk walls ge over ; (2) the (3) the of the eisach ; I bridge bridge Sluice aassive bridge) at the to pass lecting Canal, sen at CANALS IN GERMANY. I37 9. The Breisach Branch Canal. slniL'^;;tXnt?' '*"''' ''''' ^'"^"^''' •''"•^^«^' '"^''^ 'J^fe^tive , }}\ 0"eIock bridge across the 111 within Strasburg, called "Tasan«n brucke ;" (pheasant's bridge,) was put to a thorough repair. "' 12. A new warehouse near Sluice No. 85 of the Rhine-Rhdne Canal iuarB?aTcl?Canar* ^"" ^" *'^ Khine-Rh6ne Canal an/t^S!;!. 14. Anew wrought-iron railing on the port basin and 815 8nnar« "fXe'ttV"^ Besides this, considerable leakages were stopped, pavements effer-tPrt a number of sluice doors repaired, and a la?gedfaZ^g sewer non' structed along the Colmar Branch, Canal and up to the Rh?np %hAn« Fo??LLT« ?'"'r ^"- V'' "'^ P"^P««« <^f the rZvaUf'le^kirg wa^^^^^ For these structures extraordinary means were used, viz : 1872 Marks. 1873 ...I,'."! ■■ 143.290 1874 ."."■.!.■".;." • 509,040 1875 101,310 1876 58,240 1877 221,830 87,750 Total pended ?*" '^ '"'"uteuance of the Rhine-Rhone Canal were ex- 1872 .... Marks. 1873 '.'."'." 238,940 1874 158,980 1875 164,170 1876 142,220 1877 224,190 " 175,000 Total 1,103,C>00 This is in the average annually 9.33 mark per kilometre and for tho whole cana in the average annually 183916 mirks. In 1877 nav gat on Friih ^ 'f-^^'!:"P.^.'.^„^'^ ^^««"°* «f extraordinary repairs from ?»" ].? n '.iTf ^I ^^ Mulhausen from 1st to 15th of FebrSaiy and from Ist to 31st of August, together forty-six days; in the then Mulhauseu district, on account of frost, twenty-nine days ; 'in the then Breisach d^^ tnct, on account of the sinking of a boat, two days ; in the then Stras burg district, on account of frost, from 22d to 31st of December n?ne days; on account of high water, from February 15 to A^rH 17, thirty On account of want of water boats could only use the Fluninaon OKoW?''^ 7iJ^ * ^'^^^ ^^ ^^*«^ «f •«» "metres during the t me ?fom October 1 until November, 1877. One boat was sunk on the canal .n corpses were found in the canal in 1877. ' The old basin in Mulhausen, situated between the Sluices Nos 39 and on'lv 9?K ^^% '^'^^?^ '^"P^^' ^^« ^ ^'^^^ «f 60 metres Td a length o^^ cient for ?rt%T' n ^^^ ^^^^^^FV^ P^«^*«"« '^^^' ^^^^ alreadyTsuffl in "'f?t.K,tS?:..?f i?^^!fl!«' '' ^« too far distant from the great indus- .!, .,,„.^^ a 01 iTiuuiausen and JJoiuach. For this reason thA establishment of a second "New Port Basin" upon the soSi;d"Nord I m m -||||*«WH»^ 138 CANAI>S IN GERMANY. fold" {Northdchl), on Mic ikhMhms'., side of tlio city, was ordorod by imperial decree, ■♦ -I '!.«' I:;i 144 CANALS IN GERMANY. ress of canal building, whicli was not continued until 1866, after the oaar coal canal had been finished. The work, which was going on well, was interrupted in 1870 by the war and was resumed by the German Government in 1872 and finished up to Lauterfingenj but the old Salt Work Canal to Dieuze has not been rehuilt, as there is no necessity for a canal for Dieuze and sur- rounding country besides the railway from Dieuze to Saaralben. There were expended for these works: 1872 Markn. 1B73 ::::::::::::::::::; 13^ 1874 106, 7(5C 1875::::;:;:;:::;:::::;": f^yf^. 1876 54,440 1877:::::::":;:::;:;:::::: 4,o»« 1,0/0 Total . 357,970 6. THE MOSELLE CANAL. The reservoir lake of Gondrechange, 626 hectares, contains 6,520,000 cubic metres of water fit for supply ilowing to it annually from its own hydrographic district ; the reservoir lake at Kixingen, 130 hectares contains 4,000,000 cubic metres of water, of which it receives 1,000 000 from its own district and 3,000,000 from floods in the two Saars ; finally E'^o®n/nn5^°,'V ^^^^ ^^ Millershcim, 26.2 hectares, which contains .^,800,000 cubic metres of water. But all this water is not sufficient in dry years, especially if the pro- jected deepening to 2 metres depth of the Rhine-Marne and Saar Coal Canal should bo executed. It has, therefore, been taken in view by raising of its normal level of water for 1.5 metre, to increase the capacity of the ake of Gondrechange form 6,520,000 to 13,428,000 cubic metres annually as reserve (spare) water, which even in several succeeding dry years would be sufficient to guaranty a depth of water of 2 metres in the canals. The elevation of the closing dams and the other stowing ^^n , n'.?f ^^^' ^® ^^^ acquisition of real estate, have been estimated at 1,011,000 marks. The cost of deepening the Ehine-Marne Canal to 2 metres water-depth is estimated at 522,000 marks, the Saar Coal Canal 172,000 marks, which would amount to a total of 1,705,000 marks. The deepening also of the Rhine- Ehone Canal between Strasburg and Mielhausen is taken in view. The traffic on the Rhine-Marne and Saar Coal canal, from the open- ing of each of them to 1877, is represented in a graphical way upon the affixed two tables, Nos. 3 and 4. The partitions on the lower margin show the annual course: the verti- cal columns above them represent a comparative statement of the an- nually transported goods ; the corresponding tonnage may be seen on the scale on the left-hand side. In order to show the importance of the canals for the transport, of the principal goods, the share of the coals, ores, building materials of minerals, as well as the participation in tim- ber, m the total traffic, has been marked separately. PEOJECT FOR THE NIEB CANAL. Already during the French administration there was a canal proposed by the merchants of Lorraine, intended to connect the Moselle River near Metz, witli th«, Saar River, above SaarUouis. The technical pre- paratory work was commenced in 1872 in Lorraine, by the water-works *-^mf^ I 1866, after the i in 1870 by the 872 and finished Dieuze has not Diuuze and sur- aaralben. Markn. 139,650 106,7fiC 4y,:jr)0 54,440 4,090 1,670 357,970 ntains 6,520,000 Uy from its own I, 130 hectares, ceives 1,000,000 I Saars ; finally, which contains ially if the pro- and Saar Coal en in view, by ise the capacity )0 cubic metres succeeding dry r of 2 metres in ) other stowing en estimated at irne Canal to 2 aar Coal Canal 100 marks, 'een Strasburg from the open- I way upon the urge ; the verti- nent of the an- oay be seen on portance of the e of the coals, iipation in tim- - Banal proposed Moselle Kiver, technical pre- !ie water-works CANALS IN GERMANY. 145 district engineer at Metz ; in Prussia by the building inspector at Saar- brucken. The direction of the canal was finally thus determined: Branching off from the port of the Moselle Canal at the Metz Kailway station, cross- ing ot the river Seille by bridge canal, then north of the railroad from Mt^tz to Saarbrucken, passing Peltre and Jury, up to the water-shed be- tween beille and Nied, near Courcelles, through eighteen sluices of 2 00 metres descent each, in a total elevation of 46.8 metres. At Courcelles commences the 40 kilometers long, vertical plane and extends along the Nied Valley as far as Hargarten, touching Pange, Landonvillers, Bolchen, Ottendorf, and Teterchen. From Hargarten the canal deceuds with six sluices into the Bist Valley, along the places Falk and Merten, up to the Prussian frontier at Uberherrn. Besides the last- mentioned SIX sluces in Lorraine there will yet be ten more required on Prussian territory. The already existing ponds, as those of Bouligny and Mutche, which can serve for supplying and for furnishing an extraordinary water sup- ply, as well as the valleys nearBeaudrecourt, St. Eprre, Orou and lilor- ville,on the French Nied, and near Ham, on the Brist, acceptable for the establishment of reservoirs, have been submitted to a close technical examination. FnJi!:^^^^ projects was expended from 1873 to 1875 the total amount of 70,348 marks. The expenses of the canal without -jump works, over a length of 55 kilometres for Alsace-Lorraine, is estimated at a grand total of 17,040,000 marks; per kilometre, 304,280 mark; and by water supply with pump works at 20,500,000 marks. The execution of the project, however, 18 not expected to be carried out at present, owing to a railroad which is in course of construction from Peterchen to Buss (Saarbrucken) bv the Government. ' Unitkd States C )nsulate, Kehl, September 21, 1889. E. Johnson, Consul. H. Ex. 45- -10 yj *''l 146 CANALS IN GERMANY. bt a, * S t- S • t i|! C d CANALS IN GERMANY. 147 CANALIZED EIVERS IN THE DISTRICT OF FRANKFORT ONTHE MAIN. REPOUT BY CONSUL QENEIIAL MASON. Of canals, strictly speaking, there are none of any consequence, either lor purposes of irrigation or navigation, in the district of Fraiikfort-on- the-Maiu. Against tlie first of these necessities nature has provided a ranijall so copious and uniform that the problem of adequate drainage 18 often more important than that of irrigation. In respect to canals constructed wholly for purposes of navigation, this region has remained hitherto unprovided, for the reason, appar- eutly, that during the autorailway period, when most canals in western J^urope were built, the navigable Khine and its important tributary, the Main, fulhlled, as was then thought, all the necessary requirements tor water transportation. But the modern developmentof internal com- uierce, the steadily growing demand for cheap and largely augmented treigliting facilities, have overrun, here as elsewhere, the capacity of natural channels of transport, and necessitated the improvement by canalization of two rivers in this district, viz, the Lahn from Giessen to Its mouth near Coblenz, and the Main from Frankfort to its confla- ence with the Rhine at Mayence. As a work of engineering the canalized Lahn has a certain technical interest, but its commercial importance is relatively limited. The canal- ized lower Main, on the other hand, although neither a difficult nor a costly work, is one of the most important improvements of its kind in iiurope. The subject, moreover, has a special interest in this connection from the tact that the difficulties which have been here overcome are similar to those which obstruct so many American rivers; and the methods employed are readily applicable to a large proportion of the inland water-courses in our country wherein navigation is restricted or wholly suspended at certain seasons by rapids or Insufficient water. J^rauktort, although in early times the most important mercantile city ot western Germany, began at a later periou to lose some of this su- premacy by reason of its comparative isolation from the Rhine, which as the great commercial artery of this region, poured a constantly in- creasing trade into Mayence and Mannheim, its inferior but more fortu- nately situated rivals. From Frankfort to Mayence, a distance of 20 En^rMsh miles, the Main attorded, during all but very dry seasons or when frozen or swollen by floods, a practicable channel for small freight-boats towed by horses. ±Jut these boats were so inferior in size to the freight craft of the Rhine as to generally necessitate transshipment at Mayence, and this business of transfer contributed largely to the prosperity of that city. The obvious step for Frankfort was to either construct a canal to Mayence or so improve the Main that the freight-boats of the Rhine could come readily to her wharves from Rotterdam, Cologne, Ruhrhaven, and other river ports without breaking cargo. These projects were long talked over, but nothing was done until after the annexation of Frankfort to Prussia in 1866. For various reasons the annexation gave a notable stimulus to the trade and manufacturing industries of this city The one demanded clieaner outgoing .and incoming freights, the other cheaper and more plentiful coals, lumber, iron, and other materials. rhe chamber of commerce appealed to the Government at Berlin for aid in building the required canal, and in 1874, after the plan had been * L V' I 1 A^ If 4 I m- 148 CANALS IN GERMANY. •i ih I ! I SKwwww!^ ^^ *''^ ^/^*® ongiueors, a preliminary appropriation of fJlOjOOO was granted. ^ n i But before tljo work bad been seriously undertaken Mr. Ouno, a Gov- ernmoiit engnicer, presented a new plan. Instead of cutting a canal trora Frankfort to Mayence, he proposed to iini)rove the channel of the Main and to circumvent its most shallow and difficult rapi.9 8,"i. 7 sHTe 73.8 70.4 From which it appears that so far from suffering a loss of traffic bv reason of improved water transportation, tlio railroads have gained steadily m business during the entire i»eriod. While the total trans- port by water increased 04 per cent, in 1887 and 42 per cent in 1888 over the figures of 1880, the railway freight traffic gained 30 per cent over the business of 1880 and 58 per cent, above that of 1887. Taking into account the rates actually paid upon this increased business, it is tound that the economy of freights caused by the canalized river amounted to 1,141,502 marks in 1887 and 1,692,755 marks in 1888 and all upon an investment for river and harbor of less than $3,000 000 Nor is this all, nor even the most important part of it. The whole commercial and industrial life of the city has been quickened and restored by the new and improved conditions which the canalized river has entailed. The city has been put into fair and practical competition with Its former rivals. * The cheapening of coal, coke, and raw metals has had a most impor- tant influence. Many kinds of manufticture which were previously im- possible here by reason of the high cost of fuel, are now prosperous and rapidly developing. Important iron mines fiirther up the vallev at IJie en and Wertheim, which had long been abandoned since the char- coal supp y tailed, have now been reopened by the cheap coal of the Ilhine Valley and the Moselle. I^ot only has the commerce of Frankfort been largely increased by this cheapening of freights, but it has been improved in both symmetry and character. The proportion of outsyointr and incoming merchandise has been more nearly equalized, and the traffic ot both rail and river thereby made more economical and profit- f „ *^o^;nerly Frankfort had nearly everything to buy and very little to sell. The freight was nearly all incoming, and both boats and rail- road cars went back empty. Cheap fuel and materials have now de- yeloped local manufactures and given this commuuiiy a larger export traffic, and the city, the railroads, and the river mutually profit bv it Two years is, of course, too short a period to demonstrate fnllV the effect ot this important work; but in so far as experience has yet gone the^result has more than fulfilled the most sanguine expectations. The trallic ot the canalized river has increased steadily from the day of its opening, and the one fault found with it now is that its locks are too short and its channel too shallow. The development of freiirhtiiiff facilities has taken here the same direction as in the United States, and notably on our western l.skes and livers ; the size of vessels has been increased. When the Main Eiver improvements were i)l;uined, it was thought that locks capable of passing boats 280 feet in length with 35 'I y can not be abolished altogether/must not be to« heavra charge for the trade and the most interest . '.eople, su. as the neigh- boring land and forest proprietors, brick.nen, manufacturers, and o her industrials shipper and workman, and all those people becoiS morl sffiflnail^es^'"'"^ '""'' ''''"^'"' to contrib^te^o'the income'of the tii^al^^? Frederick tin Great ordered in eastern Prussia a ranal from J^J^f'^i ^T'^ ^ i'' "^"' Angerapp, where the wood coi.un,e co veyed by floating, but now th. river is much impeded by stones and the interest for this trade is very little. Other canals, w'hich have been built from 1764 to 1767, arethe Joban- ofenH^""'" '^r^ T^^' ^^^"^ Nikolaiken to the TalteVsee, Taltersee n„Jl i^^^lf ^?' ^ '"*'''^''*' *^ *^« Schimanusee, Schimannsee to the All these canals together are about 16,800 feet long, are 48 to 52 feet tC'; wl \i: p'""' ?'^^' ^"^ ^ 'S-"^ '' ''^^'^ •« no^'caiial combhihig them with tire Pregel River and Konigsberg there will be not much rted'?8Tfifni«'.Q'^''^- I» 1825 the Angerap River was again regl i«^7 fi^ilt^ • ^t^ ^n®"^ Johannisburg Canal was built, from 1850 to It the SchimoPker Canal, between Mauersee and Spirdiugsee, but the chief commercial interest remained for the principal communica- tions with Russia through the river Niemeu and the adjoininnma ler river'onrfen?- "'' ^T^/"«"' ^"l^' ^"««' ^"«' ^"'^ ^he IchTrra, i Jl fP^ ,?"»«'»» yersts long, combining the Oginsky Canal in Riis- sia and the Dniejor with the Niemen. *^ J *"" -tvus I may mention here a canal which does no belong to this system uninngthe town of Memel with the river inge, Ind wli ch has a length of about 5 ^er-nan miles, the Kon, Wi hehn Canal. The traffic ot this canal built 1803 to 1873) in 1888 was 218 smacks 2 t^iX/'A ?f7?I "°'\^^ '^^^"^ *",^«' ^""'^ ^'«^8'«*1 «»^'« -metres timlier, t. p 13,759 score beams, round wood, and sleepr -s. Ihe canals which are the most important for the K ..igsberff trade are the Grosse Fnedrichsgraben and the 8echeuburgor Canal Thev form one canal, niiting at first the Gilgc anu the Deime, and by these rivers t .. Niemca and the Pregel. The Niemc, which'gets the name 'Memei at the Prussian froutitu at Scl.raalleningken, brings the Rus sian supplies eith.r in floats or in very fi vessels < 'led " wlttenmen " but the regulatio. of the Russian water w. ,8 is so much neglected that, for instance, m the above-mentioned Scharra, where the journey gen- erul ly lasts 10 days, the rafts, etc., are often forced to remain 6 or 8 weeks in May and June for more water to allow t lem to proceed. "Rniir °v *?^^-'^'^''^-*'5 Tilsit the Niemen g, ^s a third name, the "Russ," which divides into tho R( ss and the Giige. This latter river interests us he most, for it brinat* all tlie n.firohati'tifla t« i ,« h^„}.„.. burg Canal ! then to the Grosse Friedrichsgraben, with the excep- tion ot a smai. part, which is forwarded either direct through the Gilee orthe Nemonieii, a river crossing the Sechenburg Canal, and being en- larged by the Timber Canal to the Curisches Half, and from thence to li • ti m Ml ;i : 152 CANALS IN GERMANY. tlm Deiine, near tho city of Livbiiui, which river Joins near Tapian the I'logel. Tho t^reatest part of the flat vessels atul all the rafts can not go to tho ('u'risches Ilaff iHicanso of their flatness, and, therefore, the men- tioned canals which join theDeime near Lahiau are for the Konigsberg trade of the utmost necessity. Both were built at the end of the last cen- tury, and the Seclienburg ('anal, which at first liad a breadth of 12 me- tres, has become a stately stream of 2o to 30 metres by the force of Gilgo water, whereas the Grosse Friedrichsgraben, which has a more quiet water, has a breadth of IG to 20 metres. During the last 10 years the Prussian Government has done much for the widening of this canal by buying many houses which peasants and flshermen had constructed on its banks, and digging out the land ; always busy to keep a sufllcient depth in all the canals by dredging and placing small wharfs where necessary. Often the arrivals are very large from Russia through tlie Grosse Friedrichsgraben and, therefore, some so-called Holz-hiifen wood harbors are constructed in two or three places of the Grosse Fried- richsgraben. Tlie normal depth up to which the Government is held to keep the canals by dredging is only 1.20 metres, but it is now in work to enhance it to 2 metres. Larger harbors are also constructed at Schmalleninghen and at Tilsit. In order to show the importance of the internal navigation, I give herewith the figures stating the traffic via Schmalleninghen, Labiau, and Konigsberg in 1888. VESSELS PASSING SCHM:A.LLENINQHEN (RUSSIAN FRONTIER). Vessels up. Vossola down. No. Sizu. Cargo. No. Si/.o. Cargo. 19 02 Tom. 2, 870 120, 859 Torui. 805.47 034. 21 10 1,319 2, 050 Tons 2,870 131,002 Ton». 0;i4. 21 Knilinir VRRHbln --. ..........••■->. 80, 005. 43 tJaffa ... *7.il,080.33 VESSELS PASSING LABIAU, CURISCHES HAFF. Stoaniors Siiiliiif; vessoln Rafts 203 2,290 413 23, 481 213, 120 18,154 207, 441 tl65,200 200 221 5 21,054 207, 077 17, 327 55, 009 tl.OOO *Wood. t Cubic metres wood. In Konigsberg : Passed internal vessels up, 4 steamers, 466 sailing vessels ; down, 33 steamers, 480 sailing vessels; arrived up, 463 steam- ers, 5,011 sailing vessels, whereof 2,497 were fishing boats; down, 810 steamers, 2,764 fishing boats, of which 1,057 were potato smaks; rafts passed down, 14, with 7,512 tons, and arrived, 357, with 169,518 tons. At present the chief interest of the Konigsberg commerce is concen- trated in the construction of the long-projected canal of 5.1| meters depth through the Frische Haff, which is granted by the Prussian chamber of deputies, and which would allow steamers to take their full cargoes to Konigsberg to discharge here, an enormous advantage, enabling Kii- nigsberg to compete more efficaciously with the Russian neighboring ports. The depth of tliePregel at Konigsbergis 6 metres and more, butin the Frische Haft", the large bay which receives the Pregel a few miles from Konigsberg and leads near Pillau into the Baltic, there are now only ,pian tho lot go to the 111 en- iiigsberg liiat ceu- )f 12 ine- of Gilgo )re quiet 7earH the canal by ncted ou »uflicient fa where oiigli the lol/hiifen ise Fried- keep the enhance t)ninghen lu, I give , Labiau, Cargo. Tom. 034. 21 80, OO.'i. 43 *7.a,080.33 17, 327 55, 009 tl.OOO a sailing 63 steaui- lown, 810 ks; rafts 18 tons. s concen- ers depth lamber of argoes to )ling K(5- ighboring but in the liles from now only CANALS IN GERMANY. 153 sIhi'fstaktHn liffrs" "'"* "^ ^-'^t^^* P^^^ "^ t^ecargoes of all ves- Am for irrigating canaKs, tho use and the benefit derived from them wo have no experience at all in eastern Prussia, as tho buihling of sluices and the use of such is very rare in this country an«l exists more in the interest of industrials than of meadow owners. CONEAD H. GADKE, Unitkd State. Consular Agency, ^'"'"'^^' ^^'"'- Jidniffsberg, September a, 1SS9. WEST PRUSSIA. JiEPORT Jir CONS PL PAT. OF STETTIN. The canals in the provinces of Posen and West Prussia are • ihe Bromberg Canal, which bears its name from the town of Brom- berg, connecting the river Braho with tho Wartho, and tho main rivers the Vistuhi with the Oder. This canal was cou'structed during the years 1772-'74 under the reign of Frederick the Great, and had the effect of bringing the produce of Poland to the markets of B.-riin and other large towns The length of this canal is 27 kilometres: width, 22 metres; depth H metres. The present traffic thereon is confined to lumber rafts and canal boats. ""ueu to The Kraflohl Canal was constructed during tho year 1495. and con- nects the town of Elbing with the Frische flaff (FrLh &?) The present traffic on this canal is inconsiderable. r.3^ Weichsel Canal was constructed in the fifteenth century, con- necting the Fistuhi with the bay; tho dimensions and traffic thereon are similar to the Bromberg (3aual. uiereou In the neighborhood of Stettin there are two canals, viz, theKouigs- fahrt (King's way) and the Kaiserfahrt (Emperor's way) ^ The former was constructed in tho year 1841, leading from tho Dam- maiisch to the river Oder; width 50.5 metres, depth 6 metres. Ihe latter, leading from the bay to the river Swine, was completed Sellro^'s^^'^^^^^^^^^ M.« *'Xl''"oV'''^'?" ""^ *^^f *.'^*' ^^"^'^'' together with the dredging of port ' ^^^^^ improved the shipping facilities of this The effect has not been to reduce the cost of transportation, but it has shortened the requisite time from the outport to Stettin, and facili- rates the passage of larger vessels to this port. ' ^fof^^^V^'^^f '^ '^^''^ constructed by and are under the control of the state. No charges are levied thereon. tl J«!l%b,Pr! tr^ "" ^T^X l"^^^'*^?^^ <^^affic since the construction of i«!n 1 rS '-H iv^^'oTn^'^®' '?'P' arriving in Stettin during tho vear l!?f'4,m ^ogilL'^ '"^"^'^^ '""' ' •^"^'"^ '""^ '-'^^ 1844, 3,977 with Irrigation is not necessary in. this part of Germany. Andrkw F. Fay, United States Consulate, Consul Stettin, September 3, 1889. I ■til ■i . « u ■■-^^, jyTyTr TT'iprg j iip r ii fBi i rirT .^ 154 CANAL IN GREECE. J m "' .. GREECE. THE CORINTH CANAL. [From the London Morning Tost, October, 1889, transmitted by Consul Williams, of Eouen.] . Owiug to various causes, ouo of which was tlio additional outlay involved in alter- ing the slope of the canal cutting, and another the late linancial crisis in Paris, French capital being largely interested in thesclieme, the work of construction on the Corinth ship canal was recently somewhat delayed, the consequence of which was that the canal could not bo completed at contract time, the end of 1888. This caused some roactiop, but those were wrong who predicted that the undertaking was therefore doomed. So far from this being the case, it is well recognized that the canal is of far too much importance for the shipping trade of the Mediterranean to be thus easily abandoned. Aa a matter of fact, at present all vessels trading between the Mediter- ranean ports of France, Spain, Italy, and Austria, and the ports of Greece, Turkey Asia Minor, the Black Sea^ and the Lower Danube, are obliged to round CapeMat- apan, thus going out of their coarse first 2 degrees south and then 2 degrees north again. By making the caual through the isthmus of Corinth, the route for goods Irom Adriatic ports will be reduced 185 naTitical miles, and from the Mediterranean by 9i) miles. The canal intersects the isthmus of Corinth in a straight line at its narrow- est part, its total length being ju.st under 4 miles, and follows exactly the lineofNero'a project, joining the Gulf of Corinth with the Gulf of Athens. It will reach deep water at both ends about 220 to :530 yards from the shore. The bottom width of the canal (72 feet) and its depth (26i feet) are the ame as those of the Suez Canal ; but tlie proposed slope of 1 in 10 through the rocky portion of the cutting will afford a width at the surface of the water of only 77| feet, and a cross section of 2.032 square feet, instead of the surface width of 177 feet, and the cross section of 3,272 square feet of the bnez Canal, This small section of the Corinth Canal will bo somewhat disadvan- tageous for navigation, but its depth and width at bottom will enable the largest ships to pass. At the same time the fact that the canal is perfectly straight, and that the navigator can thus see from one end to the other, will greatly facilitate the passage otyessels, while the current will be but small, the difference of the tide between Isthnim (the new town founded at the eastern end of the canal) and Posidonia (at the Avestern end) being only 4 inches. In order to disturb the surface of the water as Jittle as possible during the passage of vessels, it is proposed to employ stationary rope haulage. By this method of transport also vessels will be kept fairly in the middle ot the canal, and its sides will be little liable to damage. The sides of the canal trom the bottom to Ci feet above the surface of the water, will be lined with concrete blocks. Ihe approach channels, or harbors, at each end of the canal, are to have a bottom width of 328 feet, and will bo protected by rnbblestone jetties. In the original design, as we learn from a paper by M. Armand St. Yves in the Aniiales des Pouts et Chaussdos," the total excavation was estimated at 12 865 000 cubic yards, including about 2,400,000 cubic yards for slips or eventual enlargements, llie nature ot th(* strata had, however, not been sufflcieutly investigated, tlie region being volcanic. When the cuttings had reached some depth a 'arge number of faults were encountered, and a considerable disturbance of the laversof deposit of the terti- oaL^^'"'^!''* ^""'f revealed. The maximum depth of cutting to' the bottom of the canal is 284 J teot, and the mean depth for a length of 2.6 miles 190 feet. With this mean depth tbe amount of actual excavation will probably not exceed one and one-half times the quantity originally estimated. The work of excavation was commenced in April 1882, and by the close of 1834 two converging jetties 1,310 feet and 1,640 feet lonjr' respectively, with an entrance between their extremities 265 feet in width, had been constructed for the harbor in the Gulf of Corinth and ono jetty on the northern side for the harbor in the Gulf of Alliens, this being sufHcient." But the excavations for tlie canal itself effected up to the end of 1884 amonnted to only 1,700,000 cubic yards ?' lio^'''^ .It once seen that at this rate of progress the canal could not be finished by 1888, as stipulated in the concession. M. Bazaine was then appointed chief engi- neer, an(i work was pushed forward more rapidly, so that by the close of 1887 the total excavation accomplished amounted to 7,978,000 cubic yards. During the opera- tions of the 3 years, 1885 to 1887, it was found, however, that further works would be required, and in December, 1886, M. Bazaine reported that it was necessary to protect the sides of the canal with masonry in hvdraiilic lime or cement mort.ar for a height of .'J3 feet along a length of from 2i to 2,^ miles to preserve them from erosion, to i.onu a oeneh uot, lo.s.'s than 5 foot wine on each side of the caiuil (i^ feel above sea level to enable the walling to bo carried out, and to ease the slopes at certain parts of the cutting to insure their etability. The engineer estimatod that this necessitated ^ CANALS m RUSSIA. 155 if Honcn.] ed in alter- iris, French the Corinth as that the auaed some 18 therefore Dal IB of far thus easily tie Med i ter- se, Turkey, [ Cape Mat- jrees north ) for goods irranean by its narrow- ne of Nero's reach deep idth of the :!anal; but ill afford a .032 square square feet t disadvan- irgest ships d that the he passage e between uia (at the 10 water as ouaryrope the luiddle the canal, ;h concrete to have a vos in the 12,865,000 irgeinents. tlie region 3r of faults f the terti- ho canal is lean depth f times the ill April, feet long, , had been them side 'ations for ibic yards, )e finished hief engi- r 1887 the the opera- rks would cessary to :)rtav for a erosion, to I sea level, rts of the cessitated sion of time asked for was grantee" an 1 th^ PrpTr ? ^''t ''^°'^°^, ^'^'^^^ ^lie extoul additional outlay and the stpp.eml^'^i;^^^^^^^^ £600,000 for the hy the Corinth and Athens Railwav a bridal hnSfn'^fr f *'!"', ?*°"^ '« crossed of excavation was begun. The Se an imn fr ,»,. constructed before the work feet, is 104 feet above^th; level of th,; cana? nm f^"!*" «*f»« "^^ of a span of 26-2 roadway for vehicular and pSenger traffic ' "*'' ^''"^'' ^^" '''*'^^*y ^rack, a opolliZ'^tt£:^t^^^^^^ works, andthenumber miles in length. Thetotal expenditurefor tLpanniV ^-'^^V "" '"''"^^V track ii «or about £638,000 per mile This is v«rrh^h "^"'^ '? estimated at £2,400,000, cost about £2b,55(f000 for k length of g/mS exEvl ""/^V^" ^"-^^ <^''^"'*'' ^^'^^^ Bitter Lakes, or £223,000 per mile Rnf ^1-. ', *'-^^M'«'^o of the portion through tlio excavations were chiefly Fn sin knd o her H^h'f^'^nil ° iT°/'^° «»«^ C«"^l' ^^^ the work is through rock fStrons l>om^^^^^^ while for the Corinth cknal formed as to how the Corinth Tndertakinrwill nnv i?^ involved an iuea may be vessels from Trieste and FiumranKs 0.^^ fr^^^^^^ ^'^^^ about 300 the canal annually, whil^itTs oSlld fh«/r^ p*''^'i''" P?'*"' ^'H Pass through This would give a total ofiyOveaseK^^^^ ships will use the canal. As it is proposed to levy a 101^^1 franrZ ton' on vrT"'''"^ onnageof 1,500 each, and one-half franc on all other vessels Z«irfil 1 f7 '^'^ ''"'"'"^ from the Adriatic, estimated to yieldan aniial reveZt^l.'oo 000 f^^^^^^^ Passenger, this i^ at tirst only about ^ per cent, on the canifnl Z H.^^ (£t>0,000^ 1 his would give further deducted thi ixpenses for cohS^ t„ni^^Arb/'""' ^hS" '^'^"'^^ ^'^^^ to be a though the latter item%an nrbe vmy heivf cons dcrinf.''IL*''%'?*^ •'", ''P^'^' of the construction. It remains to be sennxJwhJii*' *'"^ substantial nature ing, as the value of the cana to ehippEs lea %d A?'r"' T^^ «'' """ *"''^«*«- whether the heavy expenditure was justS. P'^^'®"* "" ^^''^ «»» say RUSSIA. nMPOnTBYCOXSULa^yEItAL OnAWFORD, OF ST. PETmSBURG. THE BASIN OF THE VOLGA. dustry are carrietl on TIip trihnt. .M^ri^P f L • " ' f H®'^® '^'' '^'"ds of m- Oky,8o„ry, O^yXS'^XS^I ISIS M^^^^^^ tbo v.rgi,, forests of Siberia to tbe sborraof the Kirn^ In? h ' n""' tb,8 grand stream stretches out lier arms lortli,. te.m ■„.*» ' "?"' Voiyji., ^^i^:rxsz^-±SS-J?S£'^ ,. ^m 1 i ! ■1 i i II i '7_,..a»6a 166 CANALS IN RUSSIA. time when the Volga became a tboronghly Russian River from its source to the Caspian Sea. The basin of the Volga embraces 21 provinces, occupying a territory of 1,333,333 square miles, with 35,000,000 of inhabitants. According to official figures this basin contains more than 7,000 factories, nearly 10,OUO,000 horses, as many horned cattle, and more than 30,000,000 of sheep, with great numbers of other domestic animals. The average yield of cereals obtained from this basin amounts to nearly 1,250,000,000 bushels, and of this product not more than 800,000,000 bushels are consumed at home ; the remaining 450,000,000 bushels being largely used in the manufacture of beer and whisky, together with immense quantities of dairy products, great numbers of horses, cattle, and sheep, the wealth of the forests, together with the met- allurgical manufactures, which alone amount to more than 1,080,000,000 pounds per annum, with the products of the salt lakes lying in reach of the Volga, and finally with the output of the 7,000 factories above mentioned, with great quantities of koustar manufactures, seek trans- portation. Moreover, the Volga still represents the principal means of communi- cation and transport into lUissia from the Caucasus and Persia. On this river are transported great quantities of merchandise from the cen- ter of Asia and from Khans; also articles of Chinese manufacture are floated down the Volga. Thus this river defines itself as the general line of traflflc, uniting diiierent tribes and peoples settled in Russif, a natural indication of its national importance. Notwithstanding these facts the bulk of the products of the vast Volga Basin is unable to find an exit. This elevated basin, situated in the in- terior of Russia from the very source of the Dneiper and the Dvina to the central flow of the Don and to the limits of southern Siberia and even to the Hinifilaya Mountains, thus including an important portion of Europe and nearly all of central Asia, by its geographical situation is practically isolated. In all this vast country there are no natural water- ways to unite the points of interior markets. The Volga flowing into the Caspian, an inland sea; the barren lands surrounding its mouth; the occupations of the nomads raiding in these sands, render it possible to dispose of all this vast product in one direction only— to the north. Navigation on the North Sea is always diflScult and is impracticable during a considerable portion of the year; whereas to the northwest, from the Volga to the nearest point of the Baltic, tiiere lie 300 miles of iowland, thick set with little lakes and nuirshes, thus rendering such an outlet inaccessible for all kinds of heavy freight. For these reasons an enormous product, representing the labor of nearly the half of all Russia, as well as those goods transported from the neighboring eastern countries, can come to the Volga only to be freighted upstream, with no favorable opportunity of reaching the interior national exchange. CANAL TO UNITE THE VOLGA AND THE BALTIC SEA. From these facts it could hardly be otherwise than that Russian manufactures should suffer Therefore the wisdom of constructing artificial water ways to furnish a means of disposing of the freight floated on the Volga, viz, the products of a large portion of Europe and of the western part of Eastern Asia, must be apparent. A practical ofkinfioii of tins onestion. it is ar'>'ueds lies in the building of a, canal from the Volga to the Baltic Sea. The experience of Russia for more than 60 years, together with ver from its g a territory According to tories, nearly 30,000,000 of [ amounts to t more tlian g 450,000,000 and whisky, it numbers of with the met- 1,080,000,000 ying in reach ctories above s, seek trans- ?of communi- Persia. On from the cen- tiufacture are s the general I in Russif , a lie vast Volga ited in the in- the Dviua to \ Siberia and )rtant portion a,l situation is latural water- ; flowing into g its mouth ; ler it possible to the north, mpracticable he northwest, 300 miles of ndering such these reasons he half of all )oring eastern pstream, with lal exchange. 3 SEA. that llussian ■ constructing )f the freight )f Europe and A practical ing of a canal ogother with CANALS IN KU88IA. 157 researches undertaken duriuff the nasf inn ^a„„„ , tlmt tbe reconsZtJion of System sbS'l." '" '''«">f°™ e"1eut as would reuUerall traffic on the Vo^s^ and n„ tL If ^* "" T""" ! "'™ not only for the present, b„? Z/foHCiZe FuJ^^'u fl"^'"''''^, the north, tlmrebye.4abn8SH^ ''^'"^' "ec*^«8ity toward Arkangel! But even a rhat Sd^^^^^ commercial importance of the W hite Sea and the NorH.Vrn J? inconvenience of traffic through edge caused John of S'^^^^^ was recognized ; and this knoll- regretted, unhappUy When PeZ Jh"^ r '" I'T'^'t^ ^"^•"^' '^ *« ^o be the Swedes, set a flfm foo on the coast' of 'vl^««^?^^ ^^ ^^^ ^^^^^^'^ first thoughts was to foiHfv th.Jo^ -^^^ ^^1^^ Baltic Sea, one of his first link founrRlt w^h'S'e W^T't^^^^^^^^^^ ?r"? l'' tSrarn^tSE^^^^^^^^^^^ force able no only to aiTnul sn.h 'l'^' *^ ^? 'l''''^''^^ ^^ ^^^^^^ fuse to supply th'eTrin'eiXitiSU S'°'^' '"' ^'^"^^^^^^ ^« - evenLElTcaf n'of r "l^^^^^^^^ ^f^^^', ^-^^ and Olenetz upon their neiglSring pro?fnLf for ?Zd'''''"i^^ ^^"^^^ ^o call of exporting cereals IVomtS^ 1?^ • ®'^'^" ^^ *^at tune the thought Economic conditions of sTiH^lm.^?'^'"''^^ "^^^' occurred to anyone, and strategic measures if wn^n?'!''"''^ ?^'"'^"^ «^"«d for Po"tica the new\y%rSZmJLZ^'^^^^^ ^""^ strengthen according to the logTc of llfinl^ th Ji*^ •.* f'^'^'^^^^tive power which, Such reqnirementXallv lP^7fn' tJf "1- ^ ""^^"^^ ^ nation demands the Baltic Sea^ptffri^i aUcoVdiLr^^^^ with the rapid growth of the Hfr w)^^Sf ^^'^^ necessities, increasing Eiissia and'the^pohttf cfn^ STh "gre:? Em'pirr"' ''" ''''''' '' brSl^ieTgKd^r^^^^^ Of his sound old MarieOanal systermde but Z^^^^^ '"'^ ^ construction, the when, burdened ?vith aSmu iHnTnh!f P^"^ """' "' '^^^^ ^ears, serious climatic difficuSpetS^^^ ""^ T"^ ««'-^«' iucliiding of famine. In vieHf "uch a^^^^^^^^^^ rxeauy'to a state and commercial adviL mgXhe n^^^^^^^^ «P^«io°» Volga to the Baltic, thus encoXTnT?heTnln?'^'^"? ^ ?*"^^ f™"* th« the'Vish^ivoKz^cSaT\?sle"r *^« desirability of improving unable to accomplish ^at i:Si3:te ZSZ^^ t^^lj «?; if! -H 158 CANALS IN RUSSIA. ent upon the quantity of water accumulated in the reservoirs, and return traffic being impossible. Later, in 17G4, it was thought possible to obtain a satisfactory connec- tion of the Volga with the Baltic by constructing in addition to the Viush- nivolotz Ciiiuil the Tickvinsky, although shallowness of the river threw much doubt upon the practicability of the project, especially if snch a connection were intended to do anything more than assist the general traffic and handle the local freight. Finally, when necessity demanded the building of the Mariiusky sys- tem, the demands of Petersburg and of foreign exports in no way equaled those of to-day. Through the sluice-way locks, built with chambers of 15 fathoms, it was with difficulty that 800 vessels could pass during the navigable season, carrying freight not exceeding 192,- 857 tons, scarcely more than a tritie when compared with the demands of Petersburg at the present ti •?. In fact, at that day no inventive genius could have attained the results desired and possible now; no i.iiagiiiation could have foretold then that the discovery of steam would render futile all other modes of river navigation, nor have forseen its ettVcts on all branches of manufacture. And, moreover, at that time it was not possible for the Government, because lacking in both money and credit, to construct such a canal system as would be sufficient for the present demands. Even as late as 1810 the entire income of the Imperial Treasury was only 125,000.000 assignats, a sum representing oulv 41,007,000 metallic rubles, or about $20,000,000. When the Marie Canal system was coustruct'^d Petersburg numbered but 300,000 souls and her exports amounted to about 3,000,000 tons, wh.reas to-day the city has nearly 1,000,000 inhabitants and exports more than 12,000,000 tons. THE MARIE SYSTEM. On this water way, beginning from the middle of May to the Ist of July, depeutling upon the caravans, from 30 to 35 vessels are dis- patched daily from Rybinsk. If the sluices and other comi)lications of the system allowed this number to pass through from llybiusk without delay, they would arrive at St. Petersburg in 30 to 45 days ; but as the sluices at Rybinsk pass on an average from 25 to 30 vessels a day, therefore every day increase, the blockade at Rybinsk. Moreover-, with the beginning of the second half of July the rapidity of transportation generally slackens, because of the dark nights and prevailing winds. Takirig these facts as a basis the calculation as to the rate of the Rybinsk caravan is as follows : By dispatching in the month of May 300 vessels from Rybinsk, they will reach St. Petersburg in 30 to 35 days. By dispatching the second 300 vessels it is necessary to add 5 days, and they will reach the same destination in 35 to 40 days. The third 300 vessels require an addi- tional 5 days and they will be 40 to 45 days on the road ; thus the first 1,000 vessels or 241,071 tons of freight will be from 30 to 45 days on the way from Rybinsk to St. Petersburg. When the second 1,000 vessels are dispatched it is necessary to add not 5 days, but 7 days of delay for every 300 vessels, and the journey of these 1,000 vessels will occupy, the first 300 vessels from 47 to 52 days; the second 300 vessels from 64 to 59, and the third 300 vessels from 01 to GO days ; so that the sec- ond 1,000 vessels or 241,071 tons of freight require 47 to 06 days for their journey. W heu Lue third 1,000 vessels arc uiHpatcf^eu it is nee essary to add 10 davs delay to every 3t)0 vessels started; thus the first 300 vessel!* of this 1,000 will be from 71 to 70 days ou the road, the sec- reservoirs, and ^factory conuec- on to the Viush- the river threw jcially if snch a sist the general iMariiusky sys- ort3 iu no way cks, built with lO vessels could exceeding 192,- th the demands ay no inventive ossible now ; no ' of steam would have forseen its ', at that time it iu both money )e sufficient for e income of the am representing sburg numbered ; 3,000,000 tons, uts and exports Fay to the Ist of vessels are dis- complications of Llybinsk without Llays ; but as the D vessels a day, Moreover, with ff transportation revailing winds, the rate of the in Rybinsk, they uhing the second reach tlje same require an addi- td ; thus the first to 45 days on the nd 1,000 vessels days of delay for 5eis will occupy, 300 vessels from m that the soo- 7 to 06 days for aicficu. iv io uuo d; thus the first the road, the sec- CANAL8 IN RUSSIA. 159 t^Oo'da^^^^^^^^^^ tbird 300 vessels from 91 Having approxinmteircalculatP^ tL ^^ .'J^'P. ^«»' '*« i>as8age. tons of Icods the -earl j^ av^rS tri ^^^^^^ ^^^^ «10.714 V!*l system, require on autTt^Tl^lSro^^^^^ ^^' ^^^ Marie Ca- i^ybinsk to St. Petersburg fn Jfti • ^? ^^^ ^^ days' journey from 32 to 37 days for ifeSarvwll^.v^? ''*'^ '"''^"''^^ ^^ *^«y«' i«u"iey and from 10tol2Saday ^'^« ^^^''^g^ ^"Pidity of the tran^tTs tio?ofTe^?,'bTrkTolo^^^^ «^^«teu. from theinaugura- pood, or 36 e'uS poumls wSfs^i^oon' ?T. '^ *^ ^^ copeckf per of transit ; thul leaving a ridTSSfl^'^'''^^'^^^^^ '« t'^« ^^al cost under the'most favorable coSdo"8'^ ^"'''^^ ^^"^ ^^^ *'^"W>«r, even SayVX:S^^ n.ust be added : cost for lUBurance during the iou^Lv • .In? ' 1^ copecks the average at Kybinsk, freighting VddicSiU^"?'4^^";^^^^ storage per pood, so that the total cost for [hi tin. ^^ /^/^^''^"rff, li copecks to St. Petersburg bv the nSr^ni ! ;"'^'^'"^P*^^^o<'^''fronr%W Kybinsk, amouni i' isf Topeck e7S' n ''"^'^f ^ '""^ «^i»«»««« ^t canalsystemrSefnit S^ ]ng as it does the basin of The y^^^^^^^^ fjf ^"^ ^f the E.npira, ui.it- but the real value of this 4nni n., f^ ^^^- P^^'* ^^ '^^f- Petersburg, comes acquainted wthhe1m,iS= "^ '^^PP^^^cinted only when one be- ^olga at the RyS^k w£?r T rfnSnf "'" f !'''^^' ^'^"^^^^ ^o tlie the amount of me.chanrse that was tr^^Zft'^^^/'*^ ^^^'« ^"' ^^^^ •• 35 7 Xotal 6,873 717,283 95 18C6-1876. MtkTie 2, 703 2, 358 1,224 209 93 29 576, 370 228,166 30, 932 S5 ViflhnivolndHk.. ....................■....•...........,•■•---. 22J 2 Total 6,345 841,467 79i 1876-1882. Harie 2,230 1,417 721 241 93 29 550, 087 141,076 22, 195 47 Viahnivolodsk 12k Tiokhviniikv - --- if Totals . nita t, auc 712, 750 flO| ial attention to gest freightage Bcl to 1,002,278 eigbtage was iu riug the period d amounted to od 1855 to 18G6 lat the smallest , and amounted ightage was in , from Eybinsk was as follows : ^,252 tons ; and Qcult to believe by 433,929 tons the transports nt of the Volga ler agricultural ,8 iron, copper, 1, tallow, hides, St. Petersburg le cereals being It is therefore , that this mer- iible. elative value of Total freight. Tim IIS- sliipinents fiom Kybiiisk. ( ) Tong. 401,175 266, 255 49, 885 Per cent. r,\\ 35 7 717. 283 95 ) ! ) 576, 370 228, 166 36, 932 55 22i 2 841,467 79i 1 1 » 550, 687 141,076 22, 195 47 712, 750 m CANALS IN RUSSIA. MyMnak and Bologoe Railway. Description. Indepenilent of canals PeroentaRo exported tioods nocosHarily wintered at Kvbi'nVk " " " I'ercentaKo of total receipts. . .: ...;.■. •tons, 'tons. 1866-1875. 145,254 14i 60, 186 6 161 1876-1882. 875, 043 32 87, 975 74 £:xportafrom Rybinsk without transshipment-lS73-m2. Mario system Vishnivolodslc system.'.".".* Tiokh viusky system .... Ey'biLf:w:;.trff„«: """"^ '"o ^""^ "' «>« l-^t period, ft„„ Via— Marie system Vialmivolodsk system ...'.'" lickhvinsky system Total Tons. 615, 808 lEO, 075 26, 100 791, 983 No. of vessels. 2, 594 1,572 898 5,082 Ryhinak-Bologoe Railway. Direct from ves-iols.. From stores and c^anufactured goods".'.' Total. Freight. No. of wagons. Tons. 375, 943 90, 129 38, 986 9,123 466, 072 48, 109 THE VISHNIVOLODSK SYSTEM. por^Tgo^^^srS^S the trans. to the calculations of ISoS-TsSg, ift^Xor ed iS'f^^^ . ^^"^' ^^^^^'^'"^ the period 1867-1875, it transnorfed oSf nnn . '^^/""^ ^'^^ ^*^<>ds ; for 176,78(}tons; in 1878 1879 S 18S0^& ??, *?°^' ^^^ the year 1877, 1881 the transport was 73,7^ tons aLdfn'l«\9>' *"%"''^^^ ^^^^^ ^o^ that At present the transport of goods fmm]?SlT' 7'^*^ *^°«; «« nearly ceased, and such goods is L?pnfh!^.f '' ^^ this system has for neighboring snpplie.s or ir oto Tvar f i ^ l^''' ''^"^^ ^^^ intended Petersburg by^theKolas^Rarilv ' theTa?t«'^'^ "'" ^T^""' '^ ^t ring only when Rybinsk is so emSassed il . f ^^i^^tP^jtation occur- -"-iii I 162 CANALS IN RUSSIA. goods are only from 12 to 14 days on the crual, by the time they arrive at St. Petersburg by rail the transports cost liA cents per 36 pounds. The reasons why the direct transjjort of 8o"bd8 from Rybinsk to St. Petersburg has been abandoned are th(^ following: The cost of trans- port would now actually cost from 13 to 14 copecks per pound, and adding to this the other necessary expenses calculated in the Marie system, the real cost per 36 English pounds, by the time they arrived at St. Petersburg would be 8^ or D cents ; again it takes even longer than on the Marie system, the journey being from 40 to 80 days, and even more. THE TICKIIVINSKY SYSTEM. Direct transport of goods on this system, from Rybinsk to St. Peters- burg, has also almost ceased since the construction of the Kybinsk- Bologoe Railway. Not more than 10,071 tons are transported at pres- ent from Rybinsk and these are for local needs. The cost of transpor- tation by this canal from Rybinsk to St. Petersburg would amount to from 7 to 8 J cents, and with the other expenses would be from 9 to 10.^ cents per 36 English pounds. It could not transport more than 48,214 tons during the navigable season and vessels would be from 16 to 25 days on the road. RYBINSK AND BOLOGOE RAILWAY. Comparing the rapidity of transports by rai':, without doubt the rail- road has the preference over the canal system. For example, if we allow the most rapid transport by the Marie Canal from Rybinsk to St. Petersburg, it would still take from 18 to 26 days ; whereas by rail it would take from 4 to 6 days. It is, therefore, comprehensible that a certain portion of goods which can permit an extra expense of l.J cents per 36 English pounds will always apply to the railroad for transit. The railroad also brings to St. Petersburg such goods as have been left on account of the closing of navigation. On the other hand, how- ever, if the railroad between Rybinsk and St. Petersburg were organ- ized, it could never answer the purpose so well as a well -organized caiml system. For example, it has not the means of transporting at a giT«n time what would be required. As will be shown below, the aver- age receipt of goods at Rybinsk for the last 7 months was 1,253,571 tons, received as follows : Month. ! - April May June .Tilly Augnst ... September October ... Beceipts. Per cent. 4-6 30-50 30-40 8-12 5-7 2-4 Mi Average receipts. Per cent. 5 40 35 10 6 3 1 100 Tnnt. C2. 678 501,428 438, 304 125,357 75, 214 37,607 12,983 1, 253, 571 It is impossible to obtain the average monthly transports by the Ry- binsk Eologoe Railroad for the last few years, but taking the year 1877, when the railroad made the largest transports, namely: both ways, 781,071 tons, in wh.ch a^e included 498,214 t^ns of goods taken directly '^.miimmm- CANALS IN EUS8IA. e tliey arrive 16 pounds, ybinsk to St. ;ost of trails- V pound, and in the Marie they arrived } even longer 80 days, and to St. Peters- the Kybinsk- rted at prea- ; of transpor- Id amount to from 9 to lOi 6 tbau 48,214 from 16 to 25 oubt tbe rail- cample, if we jybinsk to St. as by rail it nsible that a >eof l.J cents ir transit. IS have been it baud, bow- were organ - eli -organized sporting at a ow, tbe aver- vas 1,253,571 Werage receipts. 163 er eent. Tont. 5 C2. 678 40 501,428 3S 438, 304 10 125,357 6 76, 214 3 37,607 1 12,983 100 1, 253, 571 rts by tbe Ry- the year 1877, : botb ways, :aken directly '^^^^ «4X .^^^pr„Vtti-r'- --» Montha. April May Juno , •^"ly August Suptembor. . October Total. No. of tiaiuH. 94 395 352 420 3:il 301 24« No. of WBjfons. 3,268 12,907 12, 396 14, 841 11, "80 10, 239 8,230 Tons. I ''er I cent. 31, 330 12S, 030 119, 6.33 143, 109 118,661 98, 734 79,380 2* 10 10 'I' 71 '4 67 CANAL VS. RAILWAY TBANSPORATION. bmskattheopeningofnaviffafionnn /iLfi ?i^^^® received at Ity. end of Octobet tberf woX sW Z rema?nl'?i\^^' ^* '^"°"' ^"^ ^^ ^^^ received at Rybinsk • thus tl « r,nn/u ?^^^ *^ ^^^^ ^^"*- ^^ the goods biusk from te^to one hund ^^an %Ttv dnv^n ^''" ^^^'^^'^^ ^^ ^^ pounds of goods would be delaved at SinKfT '''' ""Y^'^Se, each 36 ^ The cost of transportatiVj^pSbS RnWni p^ m "'^^^ ^^y«- to the tariff, Uj checks ?er3rEng?^;h"^^^^^^^^^ added 3 copecks for freighting and un load^nr^ /o^o 7^'?^ ™"«* ^^ waste, and at least 1 copeck for L-a-fi«fT?l-^®''^f *'''' ^^'^ ^"^ tohil of 17^ copecks per sn^ngbshpoa ^ '"'^' **^"' ""^^^"^ ^ sixteeVcSTro^^ng ^^^^^^^ *^^^« «^»tic 8ea,runs through miles with its^rib Ses of ?H. /T'"?"' ^"*^ extends over 6^6^ Petersburg, 600 SaTe covered bv?^^^^^^^^^^ ^^^^'"«k and St! main 133 to be constructed arS«Hv/f, waterway; there only re- tant canals in the worW '^'^'^'''^"^ *^ "^^^e it one of the most impor- The natural portions of this system are: JeT^f^'ltcl S ItsZf^lZ:^: "^^^^^ f ? '""^ ^^'^ Sea, 266 miles theKovia,23 miles. From Rvb ,^^^1^ i^ ^\ ^^^^« Sea, 23 Vuitigree, 14 miles; the buera Lake ^^^^iV^frfe^rg: The river miles; the Ladoga Lake 100 mnp.- th«".^ x?' *^® ^'""^"^ Svir, 100 40 miles; and furtherrthe opSI sel " ""'' ^'^" '' ^'' Petersburg, ble?tl.irK'e'?L^nri^&^^^ occupies resem- mand of goods waiting to brtjLsSed aXlf;,^^^ for the de- murmur on all sides. "'insported, and there is a general stir and seJvLSlVLtcIsp^^^^ steamers 2,000 barges, 1,100 and larger vessels of old toLstruS«n^ti?«?f'^'^-%"^.«'"''^"er boats largest Interim flotilla in the^'^orld and Wh II ?t.^ ^- '' ^^'^'^^^ ^^^ work. For example, when an extr-o^din ,1? . "^J -^ ''^^ "o<^ ^^ the tricts has placed 1,000,000 to 1 500 000 ton«?f-^^'^'f^ ^° *^^ ^olga dis- %bin8k, there is a un ver4l auxiefcv IVLJ ^^"^-^^^^ '*'' ^^^ ^^^^^^^s at tient to get their goods oTatthe bead of fi ^'''*'" exporters are impa- goods arrives at itybinsklc^fn tH'e IsTiftay^U^^^^^^^^^^ ^of'f °^^^^ **^ ^ Some shippers hasten to avail thfim.<,Ai .TI^ IVTJ^^^ «/ J"°e. ■"'"" "^ ''"^" ^'oo«*' preierring to take less profit:"" '£5 «fit «lt.l m )Bi'- t » 1 ■'^i. It 164 CANALS IN RUSSIA. The reasons why everybwly hurries his goods to Rybinsk (pint from those already stated, ai<> : First, after June lOtii to 20th the water iu the Volga generally becomes low. Second, it is necessary to hurrv t je dispatch of cereals from Kybinsk to St. '"ntersburg, in order thaf ley may arrive in the mouths of Juue and July, as already in Angnsi 'i» rates of freight and insurance are increased threelbld ovei thi'Se of June and July. Third, American cereals of the new cropN gifi to reach Europe in September, whereas the last Russian crops u vith difficulty, duriug the whole navigation, scarcely arrive at the ark»*t8 for sale. Fourth, to transport the cereals from the Vol i by rail, fiT reasous shown above, means a heavy loss to the farmer u to tUe shij)- per. The Marie system can transport from the Volga to St. Petorsbuig about 642,857 tons; the dispatch of boats from Rybinsk terminates during the month of June, and the arrivals at St. Petersburg are ap- proximately as follows : Tons. June 160,714 July 192,857 Aujiust :. 160,714 September 1^8,571 The Rybiusk-Bologoe Railway transports about 401,785 tons, the ar- rivals in St. Petersburg being about as follows: Tons. May S0,357 June , 112,500 July 112,500 August 64,285 September 32,148 Finally, next to the two principal roads are situated three other canals. The Kickhvinsky and Vishnivolodsk systems, also the Volga at Tver; but these are not ettective. The three canals transport to St. Peters- burg, at the utmost, 160,714 tons ; the remaining 80,357 tons brought to Rybinsk are distributed among the neighboring towns. It thus appears with what uitficulty the live roads can transport to St. Petersburg the products of an ordinary year. Therefor'i it is with universal applause that the liussian Government has decided to im- prove the Marie system even at any expense, and to such an extent as will enable it to transport with facility and dispatch the fruits of a welcome harvest. IRRIGATING C/.NALS. On this important question but little can be said in this report, inas- much as no reliable data can be found touching this matter. In the study of the navigable canals, especially the Mariensky, Tickvinsky, and the Vishnivolodsk systems, and of the arguments tending to show why they should be improved and enlarged, I have come across here and there many statements bearing upon this method of irrigating the lands in different parts of Russia ; but as the bureau of statistics has only studied this matter for a few years past, and as these studies are very superficial as yet and meager in detail, little of value has been learned regarding the subject. I have heard in a general way that there is a small irrigating canal in the Caucasus, worked by a private corporation, and which is reported to be Qu the eve of failure. I have been inform.ed on sem.ireliable au- thority that the irrigating canals of central Asia, situated in the cotton- "ANALS IN RUSSIA. 165 and r regard the queSn ^ oo in ,^^^^^^^^^ ^»«»»"ff them port in the absence of omcini flffiirfii o '** ^"^ «l'«ou88ed in this re! expert, have been B^nthyZlt^^^^^^^^^ nere, and I am able to sav that n.«nv i "^'''^'^ "' oj)oration ^uKl^a' httr'btKnvolK^ w'ould be likely to L vSabK^^^^^^^ «" *''« n"««t'0" t at corporate it in a aupplemenuJy'rejtt '^'''''"'"'' ^'''•'^" ^' S'^<' t« i^' J. W. Obawpord, St. Peteesbubg, February 15, 1890. Oonsul- General. FINLAND. i?SPOiJr Br VWE.OONSXJL DOmSR Wiborg. The extent of the r.nn« ;« sr °^ J'"'an Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 87i2-4503 \ iV A \ \ '17?^ 'i 7, r I I! ;i^ M i iiil 1 'III 166 CANALS IN SWEDEN. SWEDEN. REPOni! BY CONSUL MAJf, OF QOTBETfBVRQ. A glance at the map of middle and southern Sweden will suffice to show an observer that the formation of the country is peculiarly favor- able to the opening of canal ways, as it is dotted with lakes and trav- ersed by small rivers. Two of those lakes, Venern and Vettern, are extensive bodies of water, Lake Venern baing 94 miles long and 43 miles wide, and ranking as the third largest lake in Europe, while Vet- tern is 72 miles in length by 18 in breadth. The people of Sweden 3 or 4 centuries ago saw the advantage of cut- ting a way between these chains of lakes and water courses, and thus Connecting them with each other and the seacoasts. As long ago as 1617 the first important work of this kind was begun, while the latest undertaking was completed ia 1871. The canals constructed during this period furnished the earbest mediums of commnnication and traffic, and not only proved of great convenience and profit in the early days when railroads were unknown, but have continued their popularity and usefulness up to the present time, when they are traversed by innumerable craft of every description, from the humble ore and himber barge to the elegant passenger steamer. The following is a list of the principal completed canals of Sweden: TrollhUttan Canal and improvement of the Gota River, completed in 1800 ; rebuilt 1836-1844, at a cost of $603,000, furnished by the state. Gota Canal: Conneofcing lake Venern with the Baltic, commenced in 1811, finished in 1832; 54 miles in length, and costing $4,154,000. Stromsholm Canal, connecting lakes Malaren and Barken. Com- menced 1777, rebuilt 1840-1860. Length 68 miles, 7^ miles of it cannal. Cost $50,920, furnished by the state. Scdertelge Canal, connecting lake Malaren with the Baltic, built 1806-1819. Length 2 miles. Cost $214,400. Dalsland Canal, connecting lakes Venern and Stora Lee, built 1865- 1868, at a cost of $361,800, of which $53,600 was furnished by the state. ^ Kinda (Janal, connecting lakes Eoxen, Reugen, Jernluuden and Asunden, completed in 1871, at a cost of $482,400. TEOLLHAITAN CANAL. The need that furnished the impetus to the idea of constructing this, the first Swedish canal, the inspiration to which is said to have sprung from Swedenborg's fertile brain, was the establishing of a perfect con- nection between the great lake Venern and the Gota River to the sea. The Gota River was already the natural outlet of Lake Venern, but near its source it was rendered completely unnavigable by rapids a:!d a sharp descent of 144 feet within a distance of 1 mile. To avoid these natural hindrances an artificial water course was begun during the : eign of Charles XII, upon the return of that monarch from his long adventurous sojourn in foreign countries. After his death the work ceased for a time, but was taken up again, and eventually, after many difficulties and i'>*:rjrruT>tions, was successfully completed in 1800, thus erowsiing the perseverance of 200 years with the final estab- en will suffice to peculiarly favor- i lakes and trav- a-ndVettern, are lies long and 43 irope, while Vet- Uvantage of cat- ioarses, and thus kind was begun, hed the earliest proved of great is were unknown, ip to the present svery description, issenger steamer, mals of Sweden: ver, completed in led by the state. Atic, commenced ng $4,154,000. I Barken. Oom- I, 7^ miles of it the Baltic, built b Lee, built 1865- ihedbythe state. Jernlunden and constructing this, id to have sprung of a perfect con- River to the sea. Lake Venern, but )le by rapids a:A i. v^ater course was n of that monarch }. After his death 1, and eventually, fully completed in 1th the final estab- NEAA^ T-- FROM If 3 S If I I 11 .,iem.mmam> u^v^. % % T ^ 3 CANAL SCALE. 10 h'/LOMETRES. CANALS IN SWEDEN. NEAA^ TROLLHATTAN CANAL. (IN ITS ENTIRE LENGTH.) PROM VENERSBORG TO THE! GOTA RIVER. (From Barois. ) METRES •CANALS IN SWEDEN. 167 nlruZl tt NoThS"^ '"' ^^""^"'^ «^""'^«"- between Lake Ve- -^^S'Sfl^Zm:^;[^^,:T^ that Gothenburg, situated the Kingdom. ' '^®*''""® ^'^'^ '^^ding commercial city of presented a steep des«> t /nw^^.f/^^ l"""'' '•* *^^« locality, which ite rock, throuTh wS L^^^^^^^^ ^ """"'^ mass of red gran constructed. ^ ^""'^^ ^''^ ^''^'^^ «''^°a' and its fifteen locks were Of \"heTvrr:?hi:i!'t^X^^ ^^^^^-^ -^ -P-ing 00 miles. "JBeiuer win the canal, represented a stretcL of THE GOTA CANAL. tothrffl':'geMrsS^eri,°fe,!'r .r^"'"* ?r ^''™™ ^t""^* the Baltie, thas uniting the wo^e»'< hv .^ ""< • ''°'''' «''"«'a'^ »« the chain 'of ,al.estS„gI™rrhec'o™rv'^'"'^ canals as links in n.e?c^JT„1ia7Si «;?e1i^!T^|°' '''A^*?^ «»-»'. ™ then con,. cial and other extraiMo, fdrVwi,,,!? ' ' ''^^'"^ "«' *'th the flnan- enterprise. «^""<">"S drawbacks experienced by the flrst canal whTleXS^t'betwer^hrttr^^^^^^^^^ <"'"'" ,'"'"«™ «* ™K laile^y^S^?^!""'™"''" "^^ «>« '-' ab„ve'"r Baltic, and 163 above feet'brld.'''''"''*''" '"'"''' '^'"' •" "•"«" *« 121.36 feet long, and 22.96 ha^^'^enSorZsta,"""'"'^''^ '''^" " =" "" ™^ "o««'»gs, and it onSISXg to t'helJeat ™L*irf S, °,"' ""•«"" "^ '-'=--' "»■ its course somewhat deviattoB"nplacer»'n;? encountered, which made rrttrin-^&SSS™^^^^ ^^^^^^t^l^^B^t is paved at the ers, a fine and luxorionf h» If „^- T ,^^ '"'"''' ''y the passing steam- and Gothenbnrgh everTieason ^ rvi!;'///^"'''"'^ J"'*"''""' StSSkhota ^-^'>^t%toVroUcctedon Vota Canal, d„rln,j ihe 1879 to ims. Salllns viBselH. I Steam vesaeU. Toll. ♦17, 6J4. 60 19,914.27 18.031.09 22,358. 17 22, 670. 39 20,313.3,') 20,116.08 23,191.92 23, 556. 32 21, 6S2. OS No. 608 906 K9H 1,0,U 1,0,')2 1,145 1, U-i 1,209 1, 025 1,012 Toll. $2.1, 081. 71 24, 906. ;il 24, OUO. 18 34, 350, 10 36, 082. 54 36, 281. U( 38, 491. .lO 40, 174. 20 34, 720. 04 33, 503. 26 yearn Statement showing traffic and amount of toll eollected on all the eanals in the kinnrt . *«// the years 1884, l8Hr>, and 1886 /^"'gdom dur- United States Consulate, Gothenberg^ October 30, 1889. Ernest A. Man, Consul. THE UNITED KINGDOM. CANAIS COMMUNICATING WITH LEEDS. REPORT Sr coif SDL WiaPALL. EARLY ENGLISH CANALS. reign of Henry I, IhC. thHeL? llV,"i?"/'''"<' »^ '»■■ back m the ishing Htate and onjoyini an ext«?>,?i L. ^* ^^f '*''. ^^'""^ ^»« «'«« >n a very flour of a n,ore ready ^olnZ^^^i^oi'^Zl^S.Sr'''' ""«^* '''''' ^'' '"^^ advYnfages ^^^^r7ttl2'of'u^^ ^^ -ore keenly marked, known to-day, and toiheont^^tSa^^^^ magnificent cathedra' and other heirToom^ ^- T '^l'^? ^^ *^« P^«<=' ^''^ the Fossdike is there .till ItTs 11 mSL ^^Pf ^^^^^ greatness; but through its course, Desn te its ohJ 3^1 ^^ ""' thereabouts and level but bears the barges avS brTn^ to n.«' L^T^'^'' ^^^^^"^^ of senility, coals With a surfai as si^en^e^Jlld^Sr;] S,- l^^^t/^^ 170 CANALS IN THE VmTEU KINOI^OM. disuse. f„r „„„turios. ''" ""'"" •"• '"'1«» '" lenjitl,. It |,„, ™„^,t Witham below Lnool and /h'p'w'.f ^""« "^^^^ Peterborough to th« tbe Trent at Torksey '^^ fhe^^^^^^^^ was joined by the To? ,fke*to whose affluents is the Ouse /iw! n "^ «'nptiea into the Humber oi,p n? of the Fossdike navigaS \v^^^^^ ^"fl*"^ 'engtL on 1 n Uea link man inland course from L^h^*'' ^*^« ^^en the comnlet mf tbe capital of Koma Britain ^jTi;:''^l'^^'ifire to York, Sh Zl the chain to be taken up andbornebX" a • ^''' " "^"^^ la'tor late for Ouse to Leeds and Wakefield Infin ^® ^\'^ "'"* ^^^ ^^^Wer from thi Peunine Hills to Mancltter iirerVool"rnd''^^^^^^^ T'''' ^«-0S8 he During the twelfth and the mi<3iS ' ' ^^^ ^^'^'^ Sea. little attention was an nVenHl S'V"?.^^ "P to the sixteenth traffic by water; anffieed ^^ ^^^ *''? opening of new channel" of spread endeavor'manif^t ft^l^lft add t^th'^^^^^ T'^'^y ^^^defy by the various creeks and rivers "" ^^^ "^^"'''^^ routes supplied npl« o^'^fW'^''^ ^'^^ ^«^o limited, yrrie to M.^^"'P?'^*^'«» ^'^cilities ThT^- ?f "^ 'J^'ugof waterways provi'iS The eighteenth century had neiXl]^I!i , i^^ ^^® uatural courses, canals received the irapet^wK {,? '^"^ ^'^^^^ ^^^e making of pro, er England with that network of artifloS w^"?'"'^^ "' covering the face of tlTatl'^.V"' "^''^ ^^tensfve am ' ;ar'erranl'r ^'/^^ «»PPlemen?s tliat saw the gestation of the revo if inn f,?T? '^^ system. The years perfecting her hold on lud aSn fT« '""''^' '^^''^'^ f^u^d England Jer grasp the still i«ore mfghty DossfbiiT" Tf ""^ ^^^^'^^ «lip S sions, were filled with a sn fit nf ^nn^i 1 ^'®^, ""-^ ^®^ American posses Itself manifest in many wayi if T^^^^"'^ innovation, which^Zde when steam as a moti/e power was stn±?"^ l^^'^ troublous tmes application of electricity^had blen £<- i?'"^, *^^^'«<^«»«e' when the when men's minds were shaken wi ^""H^Saely dreamed ot; a neriod and religious precedents were suftlriP^^^^^^^^ ^"^ when Sa alleledj it was in this time fLifhl^.^^-^"^^^ scarcely till then nar came to a similar awakening ^^' '"^^""^' '^^'^^^^ o/the kingdZ soug^tfo^ptf^cTth^rror^^^^^^^^ -- that which and population centers wS^h thus f^J'hadTem v^'f the various tratle The two plans which found mo^tSll^ '^'"'"ned so ill-provided, tions of long and well known SholTr'? ""^'""^''^ ^«^« ^dapta- the mines, so afterwards magSed «nrl 1 ""T ""^^ *''« tramroad of capable of recognition in thSlwav^in"^'* as hardly now to be changeful development of a stmnhi?' ^^^,''^^^^' «^a8 the slower and less which nature's hind 2ad buil '' '""^'^ ^^ ^^^"^P^^^. the wa er ways f. I'ain Iiad tho caro ^'iKation therein, tlmt district, the 'ue from a point r Wjthani 3 miles :tli. It has been ition oftheCaer- ' this island. Mnents to the al- t works intended rborough to the the Fossdike to Humber, one of 'gth of Jl miles ^he completing [>rk, which was 1 later date for Ualder from the nals across the ea. > the sixteenth, ew channels of tury no widely outes supidied public spirited ation facilities : of river chan- ^ral courses. king of proper ng the face of ' supplements »• The years >und England ling slip from rican posses- which made Jblous times, ce, when the of, a period when moral till then par- he kingdom I that which arious trade provided, '^ere adapta- tramroad of now to be ^f^r and less water ways CANALS IN TIIK UNITKl) KINGDOM. EARLY ENGLISH RAILWAYS. 171 tJno ri l'*** '" ^^^ P^«««»«'«" » I»''otoffr'iph of one of the oarlv trains, taken from an engraving of the vejir IH1'> ...wi .?. .■ L^ Jane 24, 1812, the lly engine come to the Bird in hand and Leeds with 8 waggons The "fly engine" presented has a large cog-wheel at one side which, engaging ,n a row of teeth laid along the track nroMols the en follf S'U'r f ^^*^f "«" attached to it at the rate we a e firth"; told, of " 3^ miles an hour on a level railroad." What its c imu itv fnr speed might be on a steep grade is left to be conjectured. ^ ^ ^ ifte three score railroads existing or contemnlatfi.l ii, la"?! «r„.^ *. f',S'„«''"^?<>'=''«'."<">'"0«™ had been turned out by SterSson hnes and tUe OO-mile apeils wbicb barcomrafter ibl [uff Zj^ tbaii tbree-quarters of a century has passed since tbe Mi,b ,.tl, 2? eiigine wm deemed worthy of bavms its no tAit mn^^ . „„,i 7 f are now quite otber than they were^ TbeiJ etL shLU thi'"!™''?' proved before they can compete withriiaA nothe^wTess rt.'tes that the locl5s and ivater ways of canals are altogether wantSn'.r the^KroJS^^^^^^^^^^ the divided ownership, and the absence of through roS-sZ^^^ ^ rL«T,'fi'"'"i' separately or in combination^bave sufficed to exer pZ^blfotS^^^^^^^ «--^-« -P--t?he THE AIRE AND CALDER NAVIGATION. n:t "o;;e satisfactory issue has been attained in exceptional instanoe«, One ot the most important, successful, and well-estaSSof TS an « 172 CANALS IN TIIR UNITKD elilk KINGDOM. A,r„ a„„ c.,l„„r navi;;;!^ l^^'^ ' ;;,^"" »"<; .ll«trict of u2 fe years beforo tlio itiithiHm ^I- ^''^''s'l canals. It whs I.Pirnn «/ company; it was in fo Vont raX^^^^ ^i"''^'"'^' a^rnXtlo^ caiiai building Mas o.iteml m. /. /''■" r^^"'"*' cftnaJs wlu.„ y^^^u!. energetic, thorouffhirabSsrv^it .%h'";'''''^'''^^^'^" '"^« «».^en vise^a a ;« to meet 'lim« ine...I,.oppe. .0. ,ol„, at al, to .. ,.at "^^P^ SS!°i -ay ^^^^^^^^^^^ -t going at all, both The conditions of the period 'irAmnrffif ,^° ^^^ -^'^^ and Calder th^?' • ' ^''\''' a statemen to tCeffect thit^.^^ '^^ I''^ petition^ ' the principal trading towns in th« wl 7- * ^^f'^^ ^i^d Wakefield are petitioners having no couven ence S i^/^"" ''''^.^^'" ^nd further "the tbem, which not ?nly occasions a^?L7«^' ""^'"'t^^ ^^*J^'» 16 miles of damage to their goods, and Hmn«t.?^!^l''l'''°^® ^"' '^lany times frreat The clothiers of Katchda"esTth'ffh *^^ '""'^'^^ ^re impassiWe,^tc" carriage." The clothiers of HanflV«?Jf^'?/'f^ "^'^^^ ^'^^ any Water carnage within 30 miles and much datfct ?^* " 9^^ ^^ve no^ water ness of the roads bv the nv^rTS "?^® ^''^PP^^n^^ through the baVl Wakefield repeat the'sLtTm 'rraflelr^ T'^ 7''' '^'<^tMers1f *b«'^«nited importance as cloth ir?rlfpf« * '? -^^^^^ petitioners of send their goods 20 n.iles by land corriaS; 'fH^'^'" *''^^ ^'^^^^ ''ave to only very chargeable, but the™ fS'.^Jf ^^P^°«e whereof is not While the roads are Passible to^Sk^rand^^n^S,^S.r^t^hrg7^ ■Miam '■'«-v offIi(.«?e. of Leeds, fluj '• A es great ble, etc." uy water 10 water he bad- hiers of aners of have to of is not inetiines )ods re. CANALS IN IHE UNITED KINGDOM. J 73 J^ive^conslderable damage through the badness 5f the roads by over ^"" r- "-"««^>'« ^o t,. outof Malham I'^tnn, u few „E " . ' of 41h.'' '''r^l^"* Vorkshf e^ ««tuate.l about (iO milks vvc^st f Yo k rl '?""'«' ^^'»'"'' »"tt"r place is -a something less than 40 ^H^t' a^.:^;^:;^;^;:^^^!;^^;^ l;;onUheju..ction, still b..iS^^^^ ^"'•''•'^^" "^ ^'"^tle'fo.!. Ouse into which it emj)ties a sliS , i^f„ . ' ^'^ "''*''' l>''o«oe.lH to the "hU thence, receiving he waters of t.^T^^^ fove the port of Goole; f«»»'« tlu^ river Uu.ube,-, upon vi.ich S i'*'"^ '"^"'."^^^^'•'^t lower down nver of the sau.e name, the irimX,.; ^ .)"'i^'"ti'ito the river Aire by ea^t'^rm if/erisrer'a,;dT; ^ """'«"' " ^«-" ^« '"il^'^ north bor«ler,,f thecountiiof Yolk ? /"t'*''* southwest from Leeds at thJ Hills. The«c laslwmnl^V^om^^. ririroSf'^' ?"""^' thj'l'etn.h bone of England." In the smue fleL th«^ w ''/.f^'f?^ " ^^^^ back- bereof, takes its rise, and flmviL i a ? m.?^'' ^f'^^'^ *^'' ^ l>'»»«b Kibble and en.pties into the Sh Se i riy,r'^^ airectior. joins the coming down from the high lake countrv n?vir'*''""''^ ^ '"« '"« ^^ range nating at the Peak in Jierbyshire s^"^, S,- ^T««tmorelaud and culuTi- «oat^, and forming a by no me uL 'in? ^J'"^'/''*' watersheds of the two takings which, life railroar^''eSr'fre't'' ""Y'"''' '^ "".V "nd^r tenance more or less approxim-itPh nf uf \'^t'eudent upon the main- their lines. It is thr(,ugh a^ j S h ^^^^ gradient in the traject "f and canals connecting fheNorr.tndH- '^" S"'^ *^''^^ ^» ''^^ 'vv ^V^ the points more delinitelv TT. l n^ r"'® ^"''" ^eas (or, to desiffuate The Calder, risii.g"S'i?oSmSen rur^'^ ^''^'^^ ''' ^'« coSL'J ^^^ passing near Halifax and thro.Tn ' 1^"^ '" ''" easterly direction ^« junctiou with the aL at c;,tSbTf "¥, '" "^"'^^^^-^^^ ^"^ <>n « Wakeheld, and in the 12A n,ilesT( wL f ^V.V'''7«''^'«" ^*^ffa» at feet by four locks. The tota .mI>m. ^^^"^^^rd the level dropped 28i to Weeland was, in l-S^l a d.VSe^^^^^^^^ ''^^ wSkefiefl Just below Wakefield lrmeen At the date of Mr. Priestley. publication,short canals and .ilroad. 174 CANALS IN THE UNITED KINGDOM. the property of private ludividuals, were connected with and served as feeders to these navigations, for trar sporting the lirae. gypsum, coal, and so forth tno pro. uce of the various estatel Oneofthiserai roads To'iSo /nTriSnn^r^'"^ ^^'^^ ^^ ^^'^^^ tousof coal, and another from 70,000 to 100,000 tons per annum to the river. It was on one of these. It may also be noted, that the fly engine of 1812 was used ' lo revert to earlier days, it appears that upon the passing of the enabling ac in 1G99 a sum of about £12,000 ($38,3£3) was advanced by the undertakers of the Aire and Calder, and that in the course of a few years more sundry additional sin^ll amounts were provided to the ex- tent of come £10,000 ($77,891), which were lent and advanced. These sums, together with the whole of the income derived from the tolls during the first 24 years' operations, were laid out in completiu8uiTi, coal, 6 railroads other from e of these, ing of the vanced by le of a few to the ex- id. These I the tolls •letiuo; the as late as "or £2,000 le risk of a 1771 in- irely new ds and 14 ed by the sequence, iressed to Aire and ivhich has ling them the angle improve !)terments 29, 1778, her alter- of about ended in iud ware- and had )m Leeds Jks; and cks were new ones mid pass n execu- ite these the river t it was Ily made nal from rune 30), o collat- of July, mded to ig to the Don (or le. The ); but a 175 far greater sam was found necessary. From Ferrybridge to Goole the canal was about 18^ miles ; to low- water mark at Goole was a drop of Mi leet. The width of the canal was 60 feet at top and 40 feet at bot- tora; depth, 7 feet, and the locks 70 feet long by 19 feet wide. When this work was commenced Goole was an obscure hamlet con- taining only a few houses. It began at -nee to increase and it is at the present time(1800) apoit of considerable importance for both foreign and coasting trade. The port is situate 27 miles above Hub, in latitude 53° 40' north, and longitude Oo 52' west, and is the most inland port on the eastern coast of England. It has now (1890) a population of about 15,500, and has dock accommodation to the extent (according to the Shipping World Year Book, 1887) of about 23 acres, which is in process ot being extended. These docks are connected with the Aire and Calder navigation, and also by sidings with the Lancashire and Yorkshire and Kortueastern Railways. Spacious sheds, warehouses, bonding stores, cellarage, and wharfage are provided, as well as a large graving dock ot capacity sufficient to accommodate the largest vessel using the port A newspaper paragraph recently published gives some shipping de' tails as to one of the lines of steamer trading between Loudon and Goole, and is here anhexed : [The Yorkshire Poet, January 28, 1890,] IMPORTANT PURCHASE OF STEAMSHIP PROPERTY. J^^A\^h^u''^'''^^^^l?A,^^''^^'^''^ Cbainbers, Abchurch Lane, London, have pnr- chased the business of William France (limited) as from December 31 last. The lat ereafmi'mw nf ^^ *^" ^*'f ^''"'^"^ ^?"*'«' ""^ ^'"^'' ^^''^^^' and Goo e, has for a forkVi fr« Y .r*""' "i° Steamers regularly (incouneotion with the Lancasbire and WwfnP*°?*'*'':?'T^'''^"*y\^e'^i''« Aire and Calder Navigation's Canal system) K.M 9"^^^^'^ h"A",°« ^^^ fl*'^* *** t'^e Vreiient time consists of the steamS forthtvood (dead-weiKht 810 tons), Bertha (730), Fairway f670), ParadoxCQm VeTsack S'/p*'^'"'r ^^•^?^' ^^'•^'""'i ^^^<^)' ^'''«"''" (500), ^nd Edith (400r MessrrFeu wick & Co who will carry on the business under the name of William France & Co tnn«ffi?r*- ''''''P*''^ the following steamers to carrying on the traderwith fhe hope that the increase in efficiency and carrying capacity of the fleet will iu«ure a £^%<;n?^J'.°,P"'*'?* °/ the b„ai„oss : Metia (1,050), Bdmont (1,050), X» (T 000) f^TS^h «'?«"»*«".'« ('«0), and Black Diamond (800 . The staff ongaged-iu c'arryl "e on the bnsiness will be practically the same as heretofore, under the^ direct con- trol of Mr. William West, the late company's manager. I am advised by the Aire and Oalder Navigation as follows : orl^f ®r™ °^}^^ companies trading regularly between Goole and London, and there are also lines of steamers between Goole and Antwerp, Rotterdam, Ghent fireusen Sri.'i'^'?'"^"''^"",^^'^.^^'^^^' K""*'"' Ostendr'and Boulogne. There are at S«n^>.f hin"""^''* ''^''"* forty steamers engaged in regular service to and from the port bes des steamers and sailing vessels which are not regular liners but wS are constantly arriving at Goole with grain, Spanish ore, Jamaica lonrwooJ and other produce, and return usually with coals. o>»mu,wa. io„wooa, and .nti^^^lJ'iT ^^*/''; ,P"e8«e.y'8 writing the same cause which bad stimulated the undertakers of the Aire and Calder to make the nreced- Tlfn«^?i'''fSS^"*' 1^^ ^P'" f ^^"'^ 5 ^"•^ ^° ««t^ '''-^d been obtained June 19, 1828, enabling the undertakers to make further additions and improvements, including a shortening and betterment of the routes be- tween Wakefaeld and Ferrybridge and betNveen Leeds and Oastleford. ihe estimate ♦^or this work amounted to £462,420 ^$2,250,3()G 93) allowing £135,350 ($058,680.78) for dock extension at Gool^ and Par-' liament granted power to borrow the sum of £750,000 ($3,6i9 875 rit was^xpected to shorten tlie - ivigation by some miles and to admit 100- ton vcsscis 10 Leeds and to Vvakefteid. lamiudebtedto the Aire and Oalder navigation for the annexed i'- ■ ; 176 CANALS IN THE UNITED KINGDOM. memoranda, as well as for other and vduable information and assist- ance iu the preparation of this report. In the year 1846 an act was passed under which the Aire and Oalder proprietors were empowered to construct a jetty, coal tips, and railway lines connected with their Goole property, and to extend their dock accommodations there, and by further act passed in June, 1889, they received authority to make a number of alterations in che streets, rail- ways, and bridges at Goole with the, object of adding an additional dock to provide for the increasing traffic of the port. By the same measure power is given to construct an " incline " or " inclined plane " on the Barnsley Branch Canal, for the transport of boats and other vessels, with hydraulic api)liances, in order to expe'''<^e the traffic by avoiding a flight of locks at a i)lace called Walton. From the latest available returns it would appear that the Aire and Oalder Trust are the proprietors of the following mileage of navigation : Aire and Calder navigation (main line) commencing at Goole and terminating at Gastleford, where it divides iu a westerly direction to Wakefield, and in a northerly direction to Leeds. At Knottiugley there is a branch to Selby, 60J miles. Sundry lengths of old navigation, 16^ miles. Barnsley Canal, commencing at Heath Lock, near Wakefield (junc- tion with the above), and terminating at Barnby Basin, 15 miles. Dewsbury Old Cut, extending from the Calder and Hebble naviga- tion to Savile Town, Dewsbury, 1 mile. Bradford Canal, commencing at Windhill and terminating at Brad- ford, joint owners— one moiety— with the Leeds and Liverpool Canal Company, 2^ miles. The undertakers of the Aire and Calder are also the harbor authority at Goole, and under the Ouse (lower) improvement act of 1884 the conservancy authority of the navigation of the Kiver Ouse, between its junction with the Trent and the railway bridge across the river above Goole. An expenditure of about £250,000 is being incurred in improv- ing this length of the Ouse. The maximum size of boats using the Aire and Oalder navigation main line is given as 120 feet long, 18 feet wide, with a draft of 7| feet. On the Barnsley Canal the maximum size is said to bo 78 feet 6 inches long, 14 feet 10 inches wide, and 6 feet draft. THE PORT OF GOOLE. The largest vessel that has entered the Goole docks is said to be the Antonios Stathatos, which in May, 1889, arrived with a cargo of 1,926 tons of grain. ' The Engineer, of December 20, 1889, contains an article from which I take the accompanying plan of the port of Goole, and also the princi- pal portion of the context : KECBNT IMPR0VBMBNT8 IN THE POKT OF GOOLB. The port of Goole is the most central inland port on the east coast of England be- ing situated about 47 miles from the sea and 20 miles more inland than Hull Al- though, perhaps, not so well known as other ports, yet Goole plays an important part in the export and import trade of the couutry. The prosperity of the port, as com- pared with the comparative failures of Avoumouth, Portishead, Greenock, and Tilbury to attract tra le, shows in astrikiug manner the advantage ofcanying cargoes inland in tlie same vessels which take or bring them from abroad, and „» i.«ar to th« .vi../.p, ol i)rod.ic(,u»ii cr manufacture as practicable, instead of attempting to shorten the distance of water transport by carrying the port of delivery nearer to the coast. By '~««Mi«B«|B»«f, and assist* and Oalder lul railway tiieir dock 1889, tiiey treets, rail- tional dock. 16 measure le" ou the ler vessels, J avoiding e Aire and avigation : Goole and irection to ^nottiugley field (June- liles. )le naviga- g at Brad- jool Canal • authority f 1884 the tetween its ver above in improv- javigatiou of 7j feet, et 6 inches I to be the [0 of 1,926 rom which bhe priuci- Injtland, be- 1 Hull. Al- portantpart )rt, as com- and Tilbury goes inland tn fill* iila/iA , I aborteu the I coast. By CANALS IN THE UNITED KINGDOM. 177 =d?L;s\.e;ro%^^e?SSS„t^^^^^^ orher large Ibo manufactures of Yorkshire and I n p^^ fit! ''"*' ^^icient system of water carriace. of the Continent ; and fooS pro h^ce bm L ht wS"?f""""i'' ^^ ^"^^^ ^o the hem France, and Belgium. I'™uuce brought hack to then, from Holland, Germany . -r^i'^P^l^l^^^^^^^^ a few scattered houses; shipping trade of 1,200,000 tons Tye^ai-i whole of thi ^^^'fa^'^l^*' ''"*''^«' '^"'^ « the management of the " unrlortS '■ of t^e Air« «. h 'r '^ m *** *^*' «"t«rpri8e and Bhowa the immense in.portance to this country c,f ~%1^a ^^f^""- "a.^'g^tion, and it communication. NotwithstandinHL coSt tiEn ?n Ift'^t^^^ '*f '"'"^^^ ^"ter way companies who had invaded theidSpi^^„f tlicir new competitors, the rail- adapt their canals to the altered ciminstiS' llt^r f ^' *• ^'"■''.*° ""P™^^ ^nd modat.ou was provided at Goole. LeeT a d w;^ ?"V'"?1 ^""^ «tat'«n accom- the boats improved; steam towing was introduop^i i^i t lie locks were enlarged, and improvement carried on that this water svNtPmnf'n^^ ^"'' ' ^ P»0S'«88ive course of successfully with the railways, not only fn Ss l.iTf.''^^ ^'^^ ''^'« *» ««»'?«*« The cut was made 60 feet wide at tow w Ih 4n fit i^ contractors, Joliffe and Banko. being 72 feet long by 18 feet wide. \hfSarliIment«tl'*"' ^'^ I ^""* '^^^P' ^^^ l-^ks £? ^'^^ ^"l^^'y exceeded. Under the ^Ts of this «^t n * v"*^ ""^^B^^'^^^' »^"t feet, and a barge dock 900 feet bv 150 fr fit ™ L * ^l ^^^'P ^"^^ ^00 feet by 200 lock into the Oiise was laid at sufBcTeS^rh to ^f/?^^^^^ The sill of th" 2 years after the opening of the new S the nn,i?rL\ ^u*' *** ^.'^h ^'^ter. In 1828, 80 far as custom-house arrangements were Po^^lrn^^r ^PP"sed the public that a footing of equality with Lolidon D.S and LTveVnn?lP"'*,"^,^°"^" '' P'"««d on others m the United Kingdom " T in nJiT.V i l^.iverpool, and of superiority to all stated "that 2 years hafSsed since th«nnf- '° *^;V^ P."^l*« announcement also was declared a port for foreign trade and duK?lf«r ^"''^'' ^'^^ ^ •"«"*»^« «'"«e It to any of the numerousships or vessels whioh^^fi^^ ^\T "° accident had happened fesled the most perfect readinesrto renlat hi «,?« ^^" ^^T ' ^^^'^ shipowner nan - trade was daily increasing." They aEnnounef^^tW "^'."^'"^ Goole, and that the the ^«'««'''«.of 50-hor8e%ower7wjS proSd^^^^ ^°»t ««ll«d rivers Ouse and Humber. Trade increSnf a fi.M, H. ! *f ^* *^*^ navigation of the carrying out further improvements Kecnn'nffnif act ^vas obtained in 1828 for in accordance with a report mldlhyllS' T^J""! 1^^^^^^ was over half a million. Between 1820 anSin ^-^^ ««|""ated cost of these works length be ng increased to 72 feetrthe width tcffs feet Ml ^''' W° iniproved, the Under the power of subsequent acts «f ill f-Lf i • ' ^^^ ^^*^^^^^ ^o'" vessels 7 feet. During the last few year7( 186^1880 Uh^o^ora^J+i!''''™ have been made ^ ' improved fir the thkd time td Snr^'^'i"' *^' '?^"'° 1*"« «f "^vigal reet.. Culverts hJ^tlir^J^^^^!^l^l-^^"-9}^of2l, Lt tion hpvebeen impr „„.,. ,, by 22 feet by 9 feet. Culverts iravp'wi. ,.i'„ "j'-^riT'*".".'^" ** """orm sizeof 215 feet «g and emptying, by n,rn.:V^;h^SLL'water We'l S r'V'' 'j^'''''^'^ ^^^ S teet m a minute. The total len<^th of rnnnir Jevel can be altered at the rate of 3 taking is as follows : ^ °^ '"°''^'' comprised m the Aire and Calder under- withadepth on thesillathijh water tp^^^^^^^^^^ H. Ex. 46 12 ' ** The connection between li 178 CANALS IN THE UNITED KINGDOM. the two sets of clocks has been enlarged from 60 feet in width to 224 feet. A new dock, 3^ acres In exU-nt, is now in process of construction to the north of the Aldam dock, and to the west of the parish clmrcb. When this is completed there will bo alto- gether eight d. ! ., covering an area of about 30 acres, together with a graving dock, Si50 feet long hy 57 feet wide. Tlie docks are well provided with warehouses for the storage of grain and other produce. The depth of water at the present time allows of ships drawing from 18 feet to 19 feet, to get into the docks at spring tides, and from 14 feet to 15 feet at neaps. The largest ship that has yet entered the docks had a cargo of a,000 tons, and drew 18 feet. The number of vessels which entered and cleared the port last year was 4,H5.5, of 1, 192,124 tons. The principal trade is timber, grain, seed, dye-wood, iron, coals, machinery, manufactured goods, and food. There are reguHr Hues of steaaiors to Hamburg, Rouen, Ghent, Calais, Antwerp, Rotter- dam, Boulogne, Bruges, Dunkirk, and London. The export of coal forms one of the most important features of the trade of the port, amounting to nearly three-quarters of a million of tons a year. For facilitating the transport and shipping of this coal special appliauces have been provided. The coal is brought down the caual from the mines in iron barges, each containing about 35 tons. These barges are made in square compartments, 20 feet long, 16 feet wide, and 7 feet 6 inches deep. Each barge is provided with butfers, and when coupled up is free to move within a certain range, both horizontally and vertically. The boats, to the number of thirty, can be coupled together, and made into a train, the usual nnmber being about twelve to sixteen. A dummy boat with a stem is placed in front, and wire ropes run along each side, and are controlled by two drums, which are self- acting, and are under the charge of the man who is steering. By means of this arrangement the train is easily conducted round the curves. The'train is hauled either by a special steamer, which propels the train from behind when it is short, or is attached in front in case of a long train. These compartments on arriving at the docks at Goole are taken tc an hydraulic lift, and after being floated over a table, which is sunk to a sntHcient depth in the water, and made fast, are raised up, and when at the requisite height tilted over, the contents being sent along a chute into t' 1 hold of the vessel. The time occupied by each compartment is usually from "a qiiarterof an hour to twenty minutes. If the ships have self-trimming apparatus, 300 tons an hour can be put into them. In order to cope with the increasing trade and facilitate the dispatch of the steamers, a second hoist has lately been erected by the firm of Sir W. Armstrong & Co. The cost of this hoist amounted to £7,500. The boats and hoists liave been designed by Mr. Bartholomew, and con- structed under his special supervision. By this system the transport of coals is protit- ably carried on at the rateof .119d. per ton per mile. Ibis now intended still further to extend the system, and to place the coal mines which lie away from the canal in direct communication with the ships in the dock. For this purpose an inclined plane is about to be constructed at Stanley provided with rails. The incline will descend into a basin at the side wf the canal, with a commencing slope of about 1 in 5 and terminating with a gradient of 1 in 20. The total rise from the canal to the col- liery is about 50 feet. A bogie, having its wheels so arranged as to have its top nearly level, will be run down the Incline until the compartment barge can be floated on to it. It will then be drawn up and conveyed to the mine, a distance of I J miles. The general traffic of the canal is carried on by men owning their own barges, and by barges and steam tugs belonging to the Undertakers. The tugs carry from 20 to 30 tons of cargo an' u haul 12 barges or 8, if fully loaded, and carry from 700 to 800 tons. For the i aveyance of manufactured goods, the tugs generally start with their train of barges from the dock at Leeds at the end of the day, and travel during the night. It takes 8 to 10 hours to get from Leeds or Wakefield to Goole, or from 13 to 14 to Hull. Thus goods loaded up in Leeds at the end of the day can be delivered on board the steamers at either Goole or Hull next morning. The tugs run with their train of barges at an average speed, including stoppages, of 4 miles an hour. For boats towed by horses it takes about 15 hours to get from Leeds or Wakefield to Goole, and 4 hours, if towed, from Goole to Hull. They charge for towing boats not belonging to the company, up to 80 tons, is Us. from Leeds or Wakefield to Goole, the distance being about 32 miles. The cost for hor.se hire for the same distance is 148., but the time occupied is double that of towing. The horses are provided by men who make this their business, the canal being divided in regular stages of from 7 to 10 miles. The ri\>er (hiae. — In order to provide for the increasing size of the steamers which now come to Goole, Mr. Bartholomew came to the conclusion sorrie time ago that it was necessary not only to obtain deeper water in the river, but also to effect other improvements in the Ouse between Goole and Trent Falls, where the two rivers unite in the Humber. The depth of water at the shallowest place along this portion of the river used to be only frojn 2 feet to 3 feet at low water of spi'iiig tides. As ordinary spring tides only gave another 14 feet at high water, the pilots had to run the vessels with very little margin under their keels. The river also was very ir- i ^:^^^m^mms^^^^^^^. \. new dock, uldam dock, ill bo ulto- ravingdock, uses for the time allows ; tides, and e docks bad entered and deistinaber, ood. There erp, Rottcr- of the port, litating the 1. The coal ig about 35 Bt wide, and upled up is The boats, D, the usual 3ed in front, ich are sol f- )ans of this n is hauled ; is short, or ving at the /er a table, 9ed up, and chute into ally from a : apparatus, increasing lately been mounted to V, and con- als is profit- still further he canal in ;liued plane ill descend 1 1 in 5 and to the col- lave its top m be floated of I J miles, barges, and f from 20 to rom 700 to 7 start with avel during (, or from 13 )e delivered fs run with es an hour. i''ake(ield to g boats not o Goole, the ^nce is 148., )y men who loni 7 to 10 ners which ago that it affect other rivers unite 3 portion of J tides. As had to run Vila very ir- CANALS IN THE UNITED KINGDOM. I79 on the accompanying pH. .,^.3 ,,, ^ cVuSTf tt^'j^v^wVJh^ tatl^fs Vji ^b^l-trS^^^^^^^ Theimproved chan- increased ^bout 5 feetfand the d'e ^^^n-^r^.^n* '°- ^^'^-^^y *^« depth hL been wX""^'" *^' ^^'^•""'fe' ^^1 « are cf- ' !'4^\«„*'".jP;«a"««i«^^ and no ^oubt will be walls are composed of slag broucbt rom u^a, ^ °^^ ?"* opened. The traininc specially constructed for the mirnn?« 'rT Middlesbrough in steam hopper vessels b;astK;n;^-;;^^;S^-^ei.^about^ placed in the lines of the walls the sllndnn*;. V ^^'^ ^1'"^' *^«y are moored to piles i I 180 CANALS IN THE UNITED KINGDOM. slope is H to 1. It is estiiiiuted that 2,000,00'^ tons of slag will l»e required to com- plete the work. Tfae accuntulatioii of silt and warp behind the walls testifies to tlie enormous amount of detiitus transported by the river. In some places the accretion has amounted to IG feet in the 2 years that the walls have been in progress. This rapid leposit of material has oooasioued a great deal of trouble in keeping open the outlets of the several drainage sluices which disoiiarge into the river, and which have to be extended across the reclaimed portion of the river to the new ciiunnel. In one case, near Swinefleet, the Undertokers have been obliged to divert the outfall drain and construct a new sluice, in order to avoid extending it across a wide and deep part of the inclosuro. The parliamentary estimate for the rivor improvemont was £252,J)99, the interest on which is met by a charge of 1 penny a ton on the regis- tered tonnage on all ships going to Goole, and also a penny on the goods conveyed. The whole of the works are being carried out by Mr. Bartholomew for the Under- takers without the aid of i: contractor. At Blachtoffc, near Trent Falls, about 8 miles below Ooole, a capacious mooring and landing stage has been erected for heavy drafted vessels to lie at in case they are late on the tide and not able to get dowu to sea in one tide. At this stage there is a depth of from 12 feet to 13 feet at low water. Owing to the distance from Goole to the sea, and the shoit duration of the tide, ves- sels have to leave the dock at from 1 to 1^ hours before high water, and it is there- fore necessary that accommodation should be provided for their safe berthing in case ' they are not able to reach deep water or are OTeroome by fog in going either up or down. TOLLS. The tolls authorized by the act of 1699 were as follows : From May 1 to October 1, any sum not exceeding 10 shillings a ton, and from Oc- tober 1 to May 1, any sum not exceeding 16 shillings a ton for the entire distance from Leeds, or from Wakefield to Wesland, or vice versa, and so proportionably as to weight and distance. The second act of Parliament materially reduced the rates of tolls from 10 shillings in summer and 16 shillings in winter per ton on all articles, and fixed them according to the following rates : Scale of tolls authorized to he taken under the act of 1774. Description of goods. Dung or Htable manure, cualB, cinders, slacli, culm, and charcoal, any gum not exceediuir per ton per mile. Figoon dunjg and rape dust .«.' do... Lime: If carried up the rivers or outs do... If carried down the same do... Pack sheet or bag of wool, pelts, or spetches. not exceeding 312 pounds, includ- ing sheet For every quarter of wheat, rye, beans, oats, barley, and other gruiu ; malt, rape, mustard, and linseed, of 8 bushels, Wiuclioster moasure Apples, pears, onions, and potatoes, for every 32 pocks Chalk, fuller's earth, pig-iron ' clp, flints, pipeclay, Calaisfaand, and other sands (except got in the river), stm.o, bricks, whitiug, rags, and old rope, lead, plaister, alum, slate, old iron, tiles, straw, hay, and British timber per ton.. Fir, timber, deals, battens, pipe staves, foreign oak, mahogany, and beech logs, per ton Flour, copperas, wood, tallow, and ashes per ton . . Bad butter or grease ...do — Soap . do.. Bar'lron .^ do... Cheese do... I'owder sugar, currants, prunes, brass and coi)por, argol or tartar do . . . Treacle do... Ma '■0^'' . ^■.■j..j^PL|^-^ijj^i-*r-'i*f*^'-*"-'mrByj\iirajW'-^tpT^ ii;iiiiiatfna*irijjiar-p )d to com- ifies to thn B accretion lesH. ThiH g open t he and which w cliuunel. the outfall % wide and provemoiit I tile regis- couveyed. the IJnder- Is, about 8 i for heavy 3t down to low water, e tide, ves- t is tliere- ing in case ither up or rom May from Oc- ;he entire ersa, aud i of tolls )u ou all How charged. c h fJ O fl 111" ,5 H P ►- iS fli k 3 .J3 t ^ liurgos which ual tolls uow h railway note was ' CANALS IN THE UNITED KINGDOM. Igl the ':^^ ^r '^'^:^r^Z^l^'V'^'''' ' ^^« ""^^^^takern of struction ami ma ntenance Tmf elnoi f * ^°-*'«'f '"^^^'^ ^« ««»■ independent carriers who mfJhf nSt « ^ *"? '?f'^'''^ ^^'^'^ P^^ts from ness. The increisft nf IroS^ lu^-^J^® ^^^ *° ^^'^ coui'se of their busi- ties, soon bSt abonf fni.r'*'' ' ' attendant economical po88ib"h- presont system of LXeVt^^co,m>an^ Thf *?' "'^''^"^^ *« *b« permit the use of cars owned hi f ST i"^^" ?^^ radways still, indeed, flc, but the haulageTs doTe bv t^he L^'^'P^' ^Z"" '^'^'' «'»«« o*" traf- slower to change -and whn«L 1^ company. Canals have been much traffic is ta e^^b,' tZ commnv IT^ ^''"''*'" ^ ^^^« proportion of the routes the occ" pLcy orthrwaVbv n?iv\'f«'''"'-'' ^" ^" «^ *^"« ^^^^^ on some, perhaps, it^is the oilIfmefflTn'usr^^ '' ^'™^''«^' ""'^ CANAL TEAFFIO AND ROUTES. sa^'eVs^tfe o^rrtv^e^t^g^^tt^i^^^^^^ ^" *^^ ^^^^« ^«-^ -re the ser^v"ti?ro"?ro"s'e tVoS'" " f ^^^"^ "^^« ^^P^^^^*-^ - 1*62 con- the five decades, isll ?o 1868 th«Toffl «'^""^«t«^», therewith. During per annum. The natation ?n lillo^tLZ^^^^^ «^^^V^ ^^^'000 ton! to the confluence otThe Trent On«f^^^^^^^^ was one lock at NabuJn, 7oZt b^ sW^f «?"?^®^' ,?" "^"««' There to low water, 9 feet ^ ^®®* ^ '°''^®« ^»"; summer height dividends. C f lount oSfre canS ^'"iV"'" ^'"^^'^ ^««'^""g acts of incorporation? ProprSors'fnte^^^^^^^ .f'^ '' T.^ ^T^^ ^^ *^^ by the proportion borne TSend In 18^9^.'^'^ to be estimated Aire and Calder dividend had raS nu ill I V^ ^^^^^^ *^** ^^^ ($194,600) to £72,000 ($350 388) ^'""^ ^^^'^^ ^^jln 1872 reconstruction of the canal for the fourth time was taking were 6(hS1 ri'S^bl^S 6 inll'lrr ^T""' '^^ ^^« ^o«t« locks were made 66 feet by 15 feet bv fifp^V"^^^" ^ *'* ^'^^^^^ *^^ In 1820 the Goole Canal was constrnofp^ £l?f ^^T^^^"^ *^« »y«tem. by 7 feet, and, under the act of 182S thlri^- ^''^^•' ^^ ^®<^ ^^ 1« ^eet to the whole navigationf S nee the ^Lr ^«?^^°''''°^^?''« «^*«°ded had taken place previouslv to Issl li?i i ? 11®?®'^^ improvement feet. At th'it datP iS'/ ;», u ' ^'*^ ^^^''^s 216 feet by 22 feet bv 9 being compile etVttVo^^^^^ froml^'ooT^? "'^ * ' ^^-rs? worK ' Wakefield.* The caLl , sdf ^^as t^i^n^fi w ^T^' ^°^ ^'^^'^ ^o«'e to £600,000 ($2,9x9,000^ was said tn W. i ^®* "^"^^^ ^^^"^ ^^^'^ to 1883 and iurchlses of m Srr and J!.^'^"^ ^uP'"'^"^ in improvements l; is If 182 CANALS IN THE UNITED KINGDOM. branch, 12 miles (acquired in 1871); Bank Dole branch, 11 miles (Bank Dole, IS miles from Goole to Selby). Navigation of the river Aire to »»awclitt'e and intermediate points not touched by the canal was also in the hands of the Aire and Calder; so that the total length of the undertaking, reckoning canal and river together, was called about 80 miles. Over the Aire and Calder proper, not including the Barnsley canal, the traffic in 1872 amounted to about 2,000,000 tons, total ; equivalent to 42,250,000 tons carried 1 mile. At the same period the rate of the Barnsley was about 260,000 tons per annum, and that of the Calder and Hebble 656,000 tons. Gross tonnage of Aire and Calder is given in 1838, 1,383,971 tons; 1848, 1,335,783 tons ; 1868, 1 ,098,149 tons ; 1868, 1,747,261 tons. The locks of the Aire and Calder are divided ; one length takes two boats and the other length takes one boat, so as to save the water. Three boats of the Leeds and Liverpool Canal will go through the Aire and Calder locks at once. A large culvert extends alongside the lock with one sluice at the upper end of the lock 7 by 6 feet (the ordinary sluice is 2 or 3 feet square) and at the lower extremity of the lock Is another sluice. When that IS closed and the lock is empty the upper sluice is raised. It is self- balanced like a throttle valve. Three oritlces open into the elongated lock, arranged so as to divide the boats and prevent their knocking to- gether when they are in the lock. To empty the lock the upper sluice is closed, the lower opened and the water drawn into the culvert and discharged at the lower end. This plan is in stead of discharging the water at the gate. The sluices are practically self-acting ; two turns of the sluice handle raise it, and three turns lower it. The lock is said to be filled and emptied with much more celerity by this plan than in the ordinary way by the gates. By way of the Aire and Calder there are three routes from Hull and Goole to Liverpool, viz: (1) Through Leeds, by Aire and Calder, Leeds aud Liverpool ; (2) through Wakefield, by Aire and Calder, Calder and Kibble, Riichdale, Bridge water, Mersey River; (3) through Wake- field, by Aire aud Calder, Calder and Hebble, Sir John hamsdin's, Huddersfleld, Ashton, Rochdale, Bridgewater, Mersey River. The distances are given as follows : Ronte. Miles. Roatc. Miles. No. I. 26 36 128 Runcorn to Liverpool 16 Hnll to Oonln Total Goole to Leeds 160 Leeds to Liverpool No. 3. HuH to Wakefleld Totai 190 26 37 22 33 27 63 A'b. 2. WakoHeld to (Joopi-r Brid>;o 13 JBnIl to Onnln Cooper Bridge to Ashton 24 Goole to Wakofleld Ashton to Rochdale Cannl at Man- chester 4» Wakefield to Sowerby Bridge Manchester to Liverpool Soweiby Bridge to Manchester Total Mancbester to Buncom 146i The Aire and Calder, it has been already mentioned, had once a lease of the Calder and Hebble the canal which meets the Aire and Calder at Wakefield. This was for 21 years, and expired about 1886. It was for a gross annual mUx to be paid by the lessees, based on rates which proved to be higher than were practicable consistent with keeping the « >i ■-3kifc. .c) ya<. rM K^^-^^P?*??; CANALS IN THE UNITED KINGDOM. 183 Milea. 16 160 13 24 4i 42 146i on'Ss J^llis''.:!/^ ^^''"■*''> "^^o'-'Panied the lease was framed on riie mm^ Dusw, and hence was not earr ed out. Some iniurovemeiifH rmrcait,'" '"' '^"""' ""^ ^'^'^'^'^ ^^"""« ''« o-upancHiy trriJ: Tim nf/.!!!n 'r'7 •'""";'•' "!"" l>»r«»'a«ed by the Aire and Calder in 187J ^e , :^r e Srin'lnn^ were subsequently lengthened Ivoln 6(i S forr t n s VhLl V o ''"^' "'«»'^'f«"'«the viabh, tonnage from 75 tu iH roxi.) ro IS. j his took 2 years and cost about £7 500 ^«'U! 4iiie or nearly aqnaro in area. A steamer jjoes b<^liin'-*.\« secured into the vessel. In lower mr LI Vhl "**" '-J^'T^ '''"«'» *'e»vers water in one of the cTlInders is flrP«d^^^^ There are two lifti,.ffcvlnderr.n.ifhi ^''?^ 'l'^"* ^^^ accumulator, and boat forces half ?he wSh„ ^^^ "^^^^''^ ^^ ^^« descending cage advantage of push J is LI l L h^ • '^f!''" i"^^. ^^^ accumulator. The water taSk forCd for reg„Pttin^ l/ol «^^ f ""T^i J^^ «^^''»'"«r has a loaded train and ra sed fori Hirh oip ' ^Thl f *^ '^'^^^^ depressed for a a pulley direct to a cylinde? oVe oZ;.h i^^Sf.**? h"^/^»*" ^'^'^^^ abound tUrougU guides attachedTo' TcircompartrnV '^^1*^^* and of not more than 10 boats oan Ha «vLri?\ , ^ ^^'^'''^ loaded The train can go to any c ifrve bv tlf^ItT^ ^^ ^"''""^ ^" '"'^ ^e^ther. thesametimeLetoriLSlv^ .Vnlir t^^^ '"'^*"^« ^"^» i« »* together as a train by means of wTrlrn i^' • ^''^ compartments are held compartment is provfded witlfbE/ £ '/" ''' f ^f ^. °^ ^*^"«'«»^- ^ach ir.to place when they are Sven Sde e^ ! e°/h v ^"'f *^" ^^"'-^^^ ^^^^ wire rope from the steerW ^fl^i fv . ^^ ^'"^^ ^^' water. The boats and holl the train "Lather wl n« '^,T''r'''' ^»^"^«"'^ ^^e ward. The comDartmm7f« S „? u S^\^'^^ng it as it pushes it for- carriage ot mrc a fdZ ^Th^e fi^^Z^^^^T'* *' ^^^^P^ ^^'"^ *« the a hatchway and tarpauL co^Ts.'" S'crtr^t^^ T^"'^^ [-^'^^-treolZ'll^^^^^^ Of tugs carry- Leeds and Liverpool sSmTjliLt^H^ TU"*" ^^^ "^'^e, on the the proportion of six one humSs ofVo^f;^°/ ^^ ^ P^^^^' «^ '" Mr. Bartholomew thiXs ordinnrl L ,^",^***,*J"''*y°°el^"n'lredth8. introducing such stc^ m i^u S^ «liould be improved before uses. The%08t of one tSv fom h oV .'''' ^' ^^"^ ^''^ ""^^ balder merchandise traffic tu-eSvin^i of a penny per ton per mile o> boats at the speed oh* to 6 r^ne/n.^^^^^^ ''• T" ^' bugging the oti pany of hauli njr the Imdpr? i^o. V® V'^.V''' '» the actual cost to the cc inoln.^•„„ " i f ^^r.iP'*^®^. boats, including the cost of f,h« tn.r k1 «... spondi;;g%;tng^;"i,.^er onfraK' ft^je haulage onhem,c;rt^ goes from Gooll or S to Livorl iS^;.f * "^ *.k'^"^^ ''"^^^ ^^' ^ater ui xiuii to l^iverpool; not more than 2,000 or 3,000 tons 1i 180 CANALS IN THE UNITKD KINGDOM. per aimiim. The great liattlc in tlie intoriiuMliate. At Leeds poods nro traiiNMliipped from -Aire and Calder into Leeds and Liverpool boats. From (foole to Liveri»ool tlie Lcetlw and Liver[)ool bouts niJKht be em- ployed ; but tliey woulateriuls arcels, that is to say, 10 and 12 ton loads, the Aire and Calder would take the goods for him and deliver to him at Sowerby, whence he would take th-Ji for-' ward. The carrier in such cases received the total freight auu prfid the Aire and Calder for their share of the work. 33 e made a oov.i Va-.t with the shipper from Goole to the point of destination and a oulcon- tract with the Aire and Calder to Sowerby. At Sowerby the Aire and Calder as carriers were bound to deliver on the quay; but instead of this they delivered it to the boat, and the through carrier's crew received it on the boat without its going on the quay. Of the through rate charged by the cucnov the Aire and Calder got a mileage proportion, deducting in the Syyt place f't cartage. Sir John Rams('^;j Calder and Hebb!> si imi \4 miles long) had the same locks as the From Huddersfield towards Manchester the Hud- oeks only 7 feet wide. Very iittie traffic was ex- changed with the Aire and Calder on that system except to Hudders- CANALS IN THE UNITED KINGDOM. 187 8lonfi« -^f«""'^'^''ler ,8 partly dwarf walled, and partly has pitched hoff^r^ rt^ 1^ . ' ."* ^^^ ordinary nav gat on the dwarf wall m «n o ^ !\,^^",^' ^,^'^^ ^® describes as reaching to a distance ofTLll bV extent rSpir 1 ^,^®^ *''^.^f ^ *** ^^ employed to a consideva- In „?Jl 4. f ^^^*' development between Hull and Liveruool iml to give great advantage for steam haulage. Their use goes Sow. rd. ing to eoifal cost nf ioif ff'f^lV ^^Z' H°^^ reckons 20 Jears sav- almolf l!?if orf.? -^"5 that the dwarf wall is more economical bv edTy the best ''''''' ''' ^^''P"'" altogether; is sufficient anS decid^ fr:jr;;\Sa^i-X to li iraeiiCtT^v^^^^ 188 CANALS IN THE UNITED KINGDOM. Mr. Abernethy iu 1883 8ays iu large canals no more detriment occurs to walls from steam haulage than from that by horses. At speed ot 4 to U miles per hour wash would do no injury at all to canal. In the year 1761 the Duke of Bridgewater's canal was opened from his coal mines at Worsley to Manchester, having been executed under authority of an act of Parliament passed in 1759, in furtherance ot a previous authority from Parliament in the year 1737, warranting the making navigable of the Worsley Brook from Worsley Mill to the river Irwell, which last named act, however, had been until then neglected. The success of this undertaking gave a spur to a scheme which had been long in contemplation for a navigation between the North and the Irish Seas, by way of the rivers Aire and Eibble. The atter rwer, the Eibble, it may be remembered, is the one with which the West Culder, starting from near the source of the Oalder River, unites and runs into the Irish Sea. The course indicated, therefore, with reference to the Pennine Hills, was that of the natural watershed, namely, con- forming generally to the valleys of the two rivers mentioned above, and crossing the Pennine range in the neighborhood of their common source. As carried out the route did not follow the Eibble line except approximately. ^ , ,, t i *.u Upon the establishment of the Bridgewater Canal Mr. Longbotham, a native of Halifax, after an investigation of the Bridgewater woris, conceived the project for a similar canal between Leeds and Liverpool. With this in view he made an actual survey of the route, with a plan and estimato which were shown at meetings held among landowners ot the country who were interested in the undertakiag. In order to more fully ascertain the practicability of the route a resurvey of the line laid down by Mr. Longbotham was obtained from Mr. Bnndley, the engi- neer of the Bridgewater, assisted by Mr. Whitworth. The report ot the resurvey was made to two meetings, held respectively at Bradford and at Liverpool in December, 1768, with the statement that the scheme wns feasible and might be carried out for the sum ot £3c9,<77 . 264,224.77), for which details were given. According to this esti- mate the canal was to be 108| miles long, 42 feet wide at the top, 27 feet at the bottom, and 5 feet deep. It was the most extensive canal undertaking at the time in Great Britain. The act under which the Leeds and Liverpool Canal was made re- . ceived the royal assent May 19, 1770. The Douglas Eiver navigation, from the river Eibble to Wigan, had been authorized in the year 17JU, and this navigation was purchased in large and controlling part by the Leeds and Liverpool Canal in 1772. In 1780 the entire Douglas Eiver property passed into possession of the canal company, which extended the canal and abandoned the river navigation, except for a short dis- tance in the tideway. In 1788 the navigation was incorporated with the canal. It was estimated, including all the improvements, to have cost about £74,000 ($360,121). ,,. , • ^ t , x, a^. The route of the Leeds and Liverpool Canal is from Leeds Bridge, where it joins the Aire and Oalder, 27 chains in the river Aire to the first lock on the canal where the warehouses, docks, and basins are sit- uated. Thence it takes a northwesterly course by Kirkstall Abbey and Shipley, where (Bradford 3 miles distant) the Bradford Canal branches off", 155 feet 7 inches above the surface of the Aire at the initiai lock at Leeds. At New Mill the canal crosses the Aire by an aqueduct and |.nT,a nnrfhwesfes'ly to Binfflev. where an ascent by locks of 88 feet 8 inches takes place' to an 18-miie level without a further lock. At this time (1830) the great lock at Bingley consisted of five lifts in one range Jilt occurs ipeecl of 4 ened from ted under ranee of a mting the the river neglected, which had S^orth and itter river, the West mites and 1 reference mely, con- tied above, ir common line except ngbotham, ter wor'is, Liverpool, ^ith a plan downers of ler to more tie line laid , the engi- > report of t Bradford the scheme f £359,777 3 this eati- the top, 27 isive canal s made re- ^ navigation, ) year 1720, part by the iglas River h extended 1 short dis- orated with its, to have eds Bridge, Aire to the sins are sit- Abbey and al branches itial lock at [ueduct and of 88 feet 8 !k. At this Q one range CANALS IN THE UNITED KINGDOM. Igg Bingley Great Lck the c^n^roes ne^K^ n' ^''^\'' ^^'^«'- ^^^ ""^ where it attains an elevaS o?l72i t J F^'^^^.u"^ «° *« ^kipton, Above Gargrave it aS crosses th«^ Ilrl f^°''^ ^^^ ^'^^ ^^ ^^^^ds bends southwesterly aKeaSs the «u^, mi. f T aqueduct. It then elevation of 411 feet 4 inches IbovetiA IT. ?'']' ''^^l^^^reenborfielu, an of 41 miles. At Foulridge bLtis th It >t ? ""^ ^^^^«' ^^^ ^ distance wide, and 1,C40 yards lo^^'^The watfr?n Z'tl^^ ^'"'^-'^^'^ ^^ ''^' depression, is 60 feet below the surS of th«f """*''' ^* '*« greatest ervoirs near the tunnel, coverinriolacres of !n'^' ^'''""^- ^'^« "««■ b^yLl ^^*- '^ ^'^ --'' o^' ^?cV^S "^^^c^^r^J^ ?a^ ac^trc^o^^^^^^^ an aqueduct takes it which it passes, and where is an Pmhanif !7' J"""""^ *'^^ee sides of feet high, with aqueduc?^ove^thTri^f.l R *^' ^'^^,^ l""''^'^ ^^«"t 60 highway. Auothcrtunnel659vards?n?pL? '?'''' ^"^ ^'^^^'^^ ^"d the the canal goes by Haptoro to Srch y^^^^^^^^ by an aqueduct, past Eushton to the town of R^f ?f *^® "''^^ Hepburn for Its cotton mills, and near vvlnoWhl «^P/ackbnrn, now celebrated fall of 54 feet 3 inches Thence over ?Ww«^ '7^^ ?'T ^'^ ''^ ^^ck, a andRadillesworth Water bv another it^n.r''* ^l^^^^' ^^ ^^"^ aqueduct Valley the canal locks do4 64 f^eVfiSrY^^^''^^- ^t^ophurst head level of the Lancaster Canal a^Tnhn„^'' "^Mf ^^° '««'^«' "'to the caster canal intervenes fbr 11 mlp«nn ''''I' ^Z"^?''- Here the Lan- Liverpool begins aga?n n^ar KirTlees at thVS J^'" '^^ ^f'"^' ^"d three locks, which bring the ™1 domi 214 w f- ^ ?°^^ «^ ^^^^nty- at Wigan. From Wigan to NewburTh clittffuL thfrf *^ *^rf ^^«*« Hals'^lT, St ,'fver1L"i^%?rve?^«J'H^ level passing Burscough, and Liverpool c^ual basin ^t th?C« LLl^.^rl''n'' '' '^^ ^'^^^ distance from Leeds Bridge tn fh^TUrl VJ' • .'^' ^^ Liverpool. The with a lockage ors^fS TA^noJ^es r^'V^^'^V' ^5 '"*'«« ^^ chains! rise of 411 feet 4i inches ami Wf?' ' ' ^^"^"^ ^^^^s to the summit a a fall of 433 feel sTn^Ch^L^^^^^ *".V'^ ^'-^^^^ ^' ^'^''^^o^l LeSr:^^?^^r;^&?iES - tideway at tbe i. il of Setou r„f ,^f navigation locks into tbo struction. "^^ allowed 5 per cent, interest during con- tofn&T^^^^^^ and amounted superintend the work, it was i iverto TVf/ ?!: ^" .^e being unable to years (from 1770) completed the cana^ f^ln. r "^Z'*'.^''^' ^^« ^^thin 7 Gargrave, 33* miles, a^acosto^^g 000%^^^^^^^ »«^'r pool to Newb.;rgh, 28 miles a? n. IK? t^?£',!i?-f )^^"d from Liver- i^iverpooi end was opened in 1775 «"n.i7i.r'T ^' , ^^^"^^^^-50). The works and the purch^ase oll^I^^^^:t:tZ YoTiave^T r ■ J II In 190 CANALS IN THE UNITED KINGDOM. snmed all the money authorized to be rai««u"ofe7eSe'd"i^^''^l°<^^^^ g.ven by company, then thre^^^ry'ljUt'Sec^ t^r ^ ""^'^ "»"- Wharfage rates. sSi.?Sor£;rt'ci7,av,-. P=..™..f. Fr^tir?? ri^rs ife ts;^:/: ^t f ■r'^- ''^»""« °>^»-- quarters of a ton, and of a qua? er as a o^ni^'/"''^™^ °'' " '»» "» »« Wh^lfl^^tlrsB/''"'"""^^"^^ livery vessel passing wares, and mercLaudise Dassino mf^'^ ^^^^' ^*^°6«' ^""her, goods no more than if the tmHad Verca'SHLI;' t^" ^« «^^4'd Leeds and Liverpool Canal. ®^ *^® '^^® distance on the The act for the branch to Leiffh rei>Palp,i ti.^ i on passing loclis for burthen of Hnf ,*^® '''^"^^ imposing charge sbouldpuy o shillings at the fi St ?oS^^ ^^^ ^'"Pty bou!s ii^ain line in 1816 wShecomllrf "^^f'"^^ ^"^^ finishing their having gotten au'tSVfrorSCer?nV''?'^^^^°«^««t«r ; a^^^^^ communicating at Leigh with th« «r?^ ^l ^ i""^ ^0^^ near Wigau Chester the wSrk waTun^rUen ^nd fn TS^ f ^'"^^ ^^«,^^"^ *« ^an-' nearly 7 miles in length with a ll to ■ "^ ^""^^ completed. It was locks. The cost of this branch w«« T ''''''A^^ ^^ ^^^^ 2 inches by I - for paving and building! Stone L road ff'w^ {$243,325). ston^ and important coal supplieHre amo?^^ t iff ^""^^ ^P"" ^"""'^^ into lime, J8 facilitated by the canal luadSn ?Z^^^^^ of commodities between the man fi?f?J ^"^fw^ ^^^^^ ^^^ interchange Yorkshire: and Anally iraSdsco^^^^^^^^ Hull, Leeds, and Liverpool. <'ommunication by water between LEEDS AND LIVERPOOL CANAL. to^L^rSi^r^cXt,^^^^^^^^ was leased percentages of liability the rXlvs mfrl fi ^,"' ^^^^- <^^ certain chandise traflQc, leaving the mSl S/«nH '/^^ ^ ^'^^^^ ■"^- ^^^ '"er- canal with the canal company Seth^f?rm-^K'"'""^"^"«^ «f the cording to Mr. Bartholomew^'; ev^?len.-eli lSi'ff'°" *'^^'?^ ^^^««' ^«- these facts, through rates for the Ai?e ind rfu' '""!, '\^'''^ ^ ^^'^^^ Liverpool had been arranged. Arfasonabi «n?f'*'°^ ^^« I^««^« «nd SeSer ^"^ ^« *^« ^--^ incrretf^ fS7^S^ sin'vh^e'tX become carriers largely. ' '"" "'^^ ^"^^^^^^^ merchandise traffic themselves 111 I u I- i 4 4 'n L\ I 192 CANALS IN THE UNITED KINGDOM. During the tenure by the railway companies tlie toll for merchandise was very heavy: l^d. (Scents) per ton per mile maximum was actu- ally charged, making a through toll of lOs. ($3.89) from Liverpool to Leeds, 12S miles. The railway rate for the same article was 15». ($3.05); while the canal toll upon coal which was under control of the canal com- pany was one-third of a penny ($0.0067) per ton per mile. Now (1883) the merchandise toll was reduced to three-fourths of a penny (a cent and a half) for the san.e service, a reduction of 50 per cent.; and there was a fair amount of traffic and the canal paid 21 per cent, dividend. The railway rates also underwent a reduction. As to dividend, Mr. Powell, in 1883, says that the figures of 10 per cent, and 20 per cent, for the Leeds and Liverpool are illusory, and that the £100 sliare ($486.65) is only a book entry; that in its construction and maintenance costs of ordinary repairs and capital were all mixed up together in respect of expenditure, and that the sum which stands as a £100 share really represents a very much larger capital, ])robably several hundred pounds. It may be noted in this connection that two shares of the company were sold at Bradford in December, 1889, at £430 ($2,092.60) per share. Six months before the expiration of the railway lease referred to above the Aire and Calder Company made an arrangement for a reduc- tion of rates, under which the Leeds and Liverpool were obliged to recoup the railway Interest for their loss thereby. The tonnage of the Leeds and Liverpool in 1874 is given as 1,779,208, the details, as stated, making a slightly larger total, as follows: Pn„i tons.. 1,149,842 Bnck8:;to":::::::::::::::::: ^o... 293,320 Maniiro '}o--- .,fJl'i\[. General merchanilise uo... .i/il,7»y Total 1,823,208 In 1880 the same authority gives 2,215,688 tons with details here : Coal t«"«- 1.30J'105 Bricks, etc 'jo--- ^'i'^'kl^ Manure do... 127,986 General merchiiiulise do... 4bi,4.)y Total 2,215,686 The gross tonnage was 1,436,160 tons in 1828 ; 2,001,577 tons in 1848; 2,141,161 tons in 1868 ; tlius seeming to have reached its highest at or about a time coiu(!ident with the great railway development of the later forties. The lockage of the canal in 1883 comprised 91 locks ; 42 from Leeds to the summit ; 49 thence to Liverpool. Atone point, Wigan, there were said to be 23 locks in 3 miles. The dimensions are given variously within certain limits ; the most trustworthy figures would seem to be about as follows for the locks in 1883 : IF 'i Yoiksliiro side; Sum 111 or WiiitpT Laucasliiro !>Ulo; Summer Winter Leiigtb. Feet. 1 60 Width. Ft. In. 15 2 15 ? Depth. Ft. In. •■•i 8 \S 10 t3 8 >3 10 Depth. 10 8 10 CANALS X^ PHE UNITED KINGDOM. A recent newsnan^r ""^ -^^^-^^om, jgg ^eZ:^:^^i£^^^^:^Zr st ^' *^« ---t ex. a"d reckoi s thfi /n/^,^ Present date, that is fn ^"'^'^'''"'"^"cement of the greaten',ipYiM:e2!S ."* .^^'^^^0 (iV^gTs^^^ 'V' *« "^^^f of revenue. ^"^"^^^ ^o have been contSbufeTfrnl''^^".^ ^^ ^^^^ Under the schemA nf ^"^ savings out yearly meetinToA^ ^ reorganization which v... ^ • «o'npany anil to apply to S^^^^ ^^ «^«,.Ste «^M «^ September ordinary stock fnr *? l^arijament for dowop *« ®^" shares of the ^^600,000, e ?her ordina'rvP'"'""* ^^arehoC^*^ «^f V^ ^1,500,000 of that sum of £9 iSnn,?^^'^^ preference sroTir^^^ * farther sum of to a depth of 5 feet 6 n«h "'"^^ ^^^^ deepening of 1 o*. m length. This Wn, n?*"^®^' ''^"^ the AaS Jm ?u ""l^^^ <^f the canal to Liverpool and 23, mM^^".^'J»«J«des SO^Llrh ?«^^ 72 feet in Provement wm admi? i ^'/'-^ branches. It is LfiS i'°^ ^^^^^^ I^eeds being nearly doubl?h«?f'''^'"y'"g cargo of a^d^^^^^^^ ^^^^ this im ^orks is set at ^fsS O0oT«t?]f.^''°'^- The total estt^f* ^^ «« tons, voirs, boat coustructior^i'f ^^'^^^^- OtheSideZh '^ ^^'* ^^ these making a total sum of £S'?^*nn'n''''r ««t.mated at S'"""'"''-?^''^'^'- the canal is said to hnx^fi '^^^ (« 4,053, 794 5m rf^^^'^^O additional, For mnumion of "^"^ '"^^ "^viaATios. S effe°?A 1!'"**'°" °^ tl»« tidal floViM^°'*^'^'"«° wo^ Id be u^«!f "r'*-"**'""" ^ould at a pStYE"^ "^^^^g'^^'e dTl>^5r/„,"f J^y agouti hourra ' wS '^^■"^*« -T^-:rTr-:: ^'«- Belo^thewelr the depth wouMtj. J?"1<1 »>« the been withdrawn C^p^? '^""en7thrbiinr^r7~-T^--^^ "»•«- -r-( 194 CANALS IN THE UNITED KINGDOM. s "■'I 'S u ■ rr---i 't- 1-1 When the majority of «al°'«" B« "f ^f,® "^/jd^^bets £u^^ the flHhery board, and kept down throuKhout the dnvation of the treshets. f^no^ a salmon purposes. The basiu "V^^^^.tS.v.fstTeatlTc^f 6,000,000 cubic feet per day, wonhl give a supply say dining tliodiyost wear, icr 01 o,uuv,, whereas the quantity used in passing one vessel would be about ^''^^"^'^" j^^ j^ ryri"uvteLthe^holeofthene..ss^ the dredging might not be finished. The notice of intended application to Parliament is as follows: WHARFK RIVER NAVIGATION. [In Parliament— Session 1890.1 the Ouse navigation and the town of Tadcij^ter. ^ ^^^^.^ ^^^ following nv'e'ri^^i^otint.^t^i^^^^^^^^^^^ and exercise the following powers, Ss1hSeV^iro^f» SfSiiS^fi!^^^^^^^^^^ ^''(^Vto construct and maintain a weir and lock in and ac^^^^^^^^ or near the ferry at the southern «»^d «f the v Uge of UUoskell to oe ^^^^ ^^^ ^^^^ bed and on the banks of the river, and on adJ0"""g ami i tne ro i ^^ [ and parish of Kirkby Wharfe l'«l«"K'Vf, *° ^i^^/,^' fl'e^^^^^^ of BoltU, tion of Joseph Beau, and in the township ot Bolton f «;«/•" ^ff^fjj j^],^ Uptou! belonging to Sir Fredk. George M.lner, Bart., a,nd '' *' ^ ""^^"P^i'/Tia^^^ and conve- (1^%afQr^n^ Iny down, maintain, and use with all proper laii Pia™»„ »"" ,^„„ j„ le retain- ent to the SM a Hiip- ed owing the weir in a few 1 the butl ? quicker (leaalinon 06 a day, leap for a ; freshets, lowered, 9ry board, , a salmon the exist- 18 will not wo aid be ; it wonld 1 dredging I the head or lockage les, which t per day, jubio feet, ccnpiod in the river I, although ws: fe for Navi- ver Wiiarfe rartcaster — 'urchase of laws, etc. — endiuent of ment in the ) company), ; the River to the river ' powers for ,ft8 between le following ing powers, fil, or water- laintain the repairs, and f Tadcaster, :by Wharfe, m, Acaster- ;he county of er Wharfe at uated in the ofUUeskelf, 1 the occupa. ih of Bolton, John Upton, s and conve- le of them in ty: CANALS IN THE UNITED KINGDOM. (10) To autKz?tt%^nr.S tJ e^""'^^^ «^ the compan'/'^''^''^"^ '''''' *« ««y charges on bartfeV^mrl nfi,^^™'^'*"?^ *" demand and recovfir fnii ^«<. Ml I 196 CANALS IN THE UNITED KINGDOM. (14) To authorizo the company to anpropriale, aud use or sell, and disDose of the materia 8 dredged or removed from tlie bed banks aud fore shore ot^heS river an« busfnoss of carriers by laud and Ca^'b^rLHVmfo?^!?*''^ *"* '""^"^.' ««°«*'-»«t. "^opair. 1°* «n hire or license tug- uoar.8, uargos, and other vesae. *, and to construct wharves, warelionses and of h«r m) To anTnSrtr "'^'1'"''''^ "i ««""««"»" with the ojera^on offi compa" J poiir Jor nennauenl'lv TX7- \'' '^'^"'i*' *'*"'"' °" «t»^«'^wi8e interfere with, teml SS cnlvS ««w«r^Xll^ ^*"'*' ,Pa««aK««. footpaths, watercourses, th^'PrpeTo?lS?:'ndedTcr ""'^ °'^''' '''''''' ^° '"' '^ '^''^ >"' '"'''^'^'y ^"^ tonffdt"opK7r2f i''^ "ompii'iy to deviate in the construction of the several in- tended works hereinbefore described from the lines aud levels dolinertted on thA plans and sections to be .leposited as hereinafter mentioned Irsuoh an extent as wHl le defined on the said plans or provided by the intended act *' """ naviritil*" '^? 9^ company to use for the purposes of traffic to and from their navigation any existing cuts, channels, locks, wharves, towing paths and other works and conveniences thereon or connected therewith. * ^ ' of trayc°ftSpnnfrni*^? compauy to make by-laws and regulations for the regulating «Lwi x"""*"^?^ "^ vessels aud boats in the River Wharfe and for sunervis on into theMven"" °' ^''^"*'^ ^^""'«' ""'^^^ *° '^'''^^ «^ rubbish'LJotff mSr (20) To authorize agreements between the company and the Ouse Nftvitratinn in.?»n/Sl'll°'l??j '' '.'"■'^ ?'"• .8'™" "il" »■" 1' before the 30»h day of Novembof £h n^nni^i^'f *f^^ '^^!?^ *^^««'•l ^"-"l^^ a^« i«t«"ded to bl3e or will b^e sUuate ^S nf uE°^ * ■ t "?*,i?® published as aforesaid will be deposited with the Ssh Bkomkt, Taylor «& Bromet, Tadcaater, Solicitors. „- ^ W. «fe W. M. Bell, 27, Great George Street, Westminster, Parliamentary AgenU. PROPOSED GOVERNMENT PURCHASE OF ENGLISH CANALS. It is said that papers have been forwarded from the board of trade to the various canal companies and trusts requesting information of a very complete character, and looking, as it is suggested, to legislation in the next (now current) session of pirliament for the acquisitSy the Government of the entire canal system of the country. The rumor nro- n!;?;l^^ the effect that leading men of all parties, recognizing the diffi- culty of dealing eflectually with the question of railway freights under the present system of what is called virtual monopolies, have ii ven theS CANALS IN THE UNITED KINGDOM. 197 CANALS VS. RAILWAYS. Of pjai's^rr ^JVoS^^^^^^^^^^ "^r" or .»,, oo„„ece.d p.a„ the touch ofthat vital spirit of or,,n„? ',?"'•'''" «»«">» "> have miS the other hand the raiI^CcameSost'?H °'''' "''<«<' '"Ine^ron hasruItt^iPThfexiSoUlnfr ^ "-n witnessed which con8olirtfd?oSi':d%rdS[^^^ ^^«"* that in opposition to. to wS t^d^rnT^h^aT^a^rtV^^^^^^^^ f ^ -^« -^^ «ttle reference were regarded as considerable n Ja^' ^T^^^^ ""^ 1^ and 20 mUea of ^ridges^rXTrn^ln^^^^^^^^^^^ '-^T f ^^- ^f ^-^J^^, --^s heights impossible intercommunica ion ^P^^*^^ ^h^ch facilitate or else render W, the notion of cooSaion Sit Zfl """^''^^*^" «f connecting of the constructors, would annear in ntl f ^^^ suggested to the mindf expressly negatived. ^^^*' '^ i>early every instance to have been ^^P'^P'^^^^^^ f the plans adopted for the rise to much discussion, anrabo„;S^''®'^™ has g'ven been expressed, but which woSdnTf^i"? "^'^f^ ^^^^^^^ opinio? Jaa interpretation. Since all rrcorded^ tim^ ^""^'^ ^'^^'^ *« J^^^tify but onl trated by fable, and nroven nn ?i?? "'^' suggested in proverb illn« stance tending 'to theyoflt of'Jhe ^K hf '''T^^ '' i^riT^clrinm: rhe English railwav i.o" u'^- ^. *^ ^® >" the power of th^ «fr-"~ play the lamb. The consflnntL!! "'''' "^"^ ^'"^^ ^e^t it to the canalTo par.ian.entaryco„n.1tCXr;/^ers';:!;r„?^:'SSS^ 198 CANALS IN THE UNITED KINGDOM. it- h*,- of Kj)irit" and even of "creeping pjiralysia " on the part of the canal Hysteni ; w'lich seoujs to have hirg«ly arrived at the state in which neitlior self-help is likely uor aid from without desired. While this discouraging view is warranted in a general examination of the present development of the English canals, there still remain some, and some very striking, exceptions. Not to refer to that bold and vigorous manifestation of what commercial enterprise can undertake and engineering skill fulfill, the ship-canal now in course of construc- tion from Manchester to Liverpool, there are some English canals wliich may be profitably studied, though they are not laid out on such a scale or intended to cope with such demands of trattic as tli one just named. THE OALDER AND HEliBLB NAVIGAiiON. Perhaps the most conspicuous among this last mentioned class is one whose organization, and operation srre entirely or almost entirely within the limit of the Leeds consular district. It is the project whose pro- gress has been previously described at some length, which was organ- ized originally and which is still in part operated as a river navigation, but whose development as a canal forms its more interesting and talu- able aspect for the purposes of this inquiry. The Calder and llebble Navigation connects the A.ire and Calder Niivigation with the Eochdale Canal, joining the former at Falling Lock, a quarter of a mile below Wakefield Bridge, and the latter at Sowerby Wharf, about 2 miles from Halifax. The Hebble Kiver unites with the Calder below Salterpebble not far from the terminus of the navigation. The course of the Calder and Hebble navigation, from the beginning at Sowerby Wharf, is in an easterly direction by Elland, Coo .er Bridge, near where Sir John Kamsden's Canal branches from it to Huddersfield, and on by Dewsbury and Horbury Bridge to Wake- field, where it unites with the Aire and Calder navigation, as already stated. From Sowerby Wharf the Eochdale Canal goes by way of flebden Bridge and Kochdale to Manchester. The Calder and Hebble navigation was originally undertaken by- authority of an act of June 9, 1758. It was surveyed by Mr. Smeaton in 1757, and executed with his superintendence by commissioners under the act. Authority was given to raise money on' the tolls at 6 per cent. The toll rates were : Stones, slate, flags, lime, limestone and coal, Is. l^d. per ton for the whole distance; all other goods, merchandise and commodities, 8.9. per ton for the whole distance, and so in proportion for any shorter distance. The exemptions from toll are : Stones, timber, gravel, sand, or other materials, for the use of the mills within the limits of this line of nav- igation ; soapers' waste, dung, and all sorts of manure, except lime or limestone. Coal, under this act, is prohibited from being carried down the stream towards Wakefield (except for the use of the vessels navigating the same) under the penalty of £50 ($243.33), one-half to the King, the other moiety to the person who sues for the same. Great damage having been suffered Ixom a flood in 1767, application to Parliament was made by the parties who had supplied the funds for construction and an act was obtained in 1769 for strengthening the undertaking and securing the flrst investors. A corporation was formed with unlimited iiowers tn mjap monpv ainopf +li'»f»>q^li'pa n"«i .^,^n,f^^;*-^ to borrow on the tolls the sum of £20,000 ($97,330). This legislation arf«Kawr' CANALS IN THE UNITED KINQDOM. 199 whole distance; all 011X^0 f3'p'"^T' V--''' ^^^^ *«» ^'or ".e 1>«. per ton for the whoL fli£o« nf/i "'*'''<''"""l'«e, and noinmoditie«, distance or weight '"^tnuce, and ho m proportion for any less ^nTT^ZSr^;:}^!:!,^^^ -^>-- o^-y Of the .ills on except lime and So,?e'mov2^^ of manure locks at the tim«S miter h.flnwin"''' "'^1?'"" P^«« ""o"*?!' the Boats under 15 tons no to ass ^itlZlT '*''^' J^^ ''^^'" «^' «"«»' J')ck«. charge 3d. per ton for an V "rtlTe wSi ^^' ^""'-'^"f "*" ^•'"'•^«« '"ay if more, a hTdfpenny per lyt Irdditlon ""^ ''^"""' ^'^« "'^" « *^^>''''; ceu^irstll b^'^Si in'any^irett^nll"'''^'"^^^^^^ "^^ *'-' 1^> ^>- the navigation, then the rates shSiwL^ ""'i'*^"^ «"•"« expended on Millers were Vequ red trstoi'^^^^^ "A^''^ ^'oar following. 18 inches below the crown oi^'Jl.e dam ' "" '"' ^^' water was reduced Iockfth';'l"?s^"s4,1^'V;r^^^^^^ 1«-.^ wharf to Fan I„g Navigatior^is22m^il(:sTle gth w^^^^^^ ^T T^ ^^'^^«^ A considerable portion of h.» n,.!. • , ^^^^ ^ "'^^^^s ^^y 28 locks. river The remSe" is com osed'of'cuts' to ''?'T^ T''' '' ^^' avoid obstacles. With the T/re ami r.?/^ ^"^ ?''°.'^®'» distance and and their connections it formf.nfnM '''?*'''. ^"'^ "'« Kochdale Canal coast. TheopeSfn^of th^rchda eam^^^^^^^^^^ *'^, Y/^,^ ^« ^'^^ ^^^«^ a great increase of" revenue and as mnl «? 1^''"''^*'^^ ^''"^'^ «''^"««-'40) purchased by the London and Northwestern Kailway Company. The Huddersfleld Canal vyas suKgcsted by the evident convenience to be derived from connecting Huddersfleld and Ashton-under-Lyne. from which points other canal and navigation undertakings previously entered on gave the possibility of another and the shortest through line of waterways from Hull to Liverpool. This course included the Uumber and the Cu.e Kivers from Hull to the Aire and Ca der navi ga ion and on to WakeHeld; thence by the Calder and Ilebble toTir John Kamsden's Canal, and thereby to Huddersfleld, where the new project would begin and take the traffic as far as Ashton, where iM^ would reach the canal, then, in 1793. in a great state of forwardness and designed to enter Manchester, where a short cut, (afterwards obviated fhl tI^'^''"'/']!'^-',''" ''V^^ Kochdale Canalgave communication with the Duke of Bndgewater's Canal) Euncorn, and Liveipool. In 1794 of£fooSJi«rr?N^''*'''wI' J'^«««^^' i?ri°ff authority to raise inshares £00 •??.?« iSc^'r?^'^' H'?!^'" of £184,000 ($895,430), and ifuecessary £JO,000 ($437,985) m addition amongst themselves, or by new shares or jy mortgage. The act established the following: Tonnage rates. A 11 Hn^^' ™''°"™» °|»y' sand, ana gravel not passing a lock.... per ton per mile \ Aldiingmanu/e, clay, sand, and gravel passiug a lock do U ^ All lime, stone, coal, cannel or othorminerals not passing a lock do"' 1 A lime, stone, coal, cannel, or other minerals passingii lock.. do"" 2 per Torpefmno ^''^'"'' '"""''""'I's*'' ^"d other articles not before m^ntioi^d, For all stone, lime, coal, cannel, timber, minerals, goo'tVs, wares' mer- chandise, and all other articles passing along or through the tunnel on the summit level, or any part thereof, in addition to the above rates the further sum ot Is. 6d. per ton. Fractions of a mile to be taken as a mile; of a ton as the quarters of a ton contained therein ; and of a quarter as a quarter. Wharfage rates to be demanded by the company or others having wharves on the line of the canal shall not exceed 3 pence per ton for the space of 10 days, after which time an additional charge mav be made for every succeeding day of one halfpenny per ton per day. Vessels of less than 10 tons are not to pass a lock when the water does not run over the weir, nor of 15 tons when it does, without leave of the company's agent, to be given in writing. on^T^V^i"^ T *^.^® made by the company to contain not less than 20,000 locks of water, each lock being 180 cubic yards; none of this water (except in time of flood) to be taken from the rivers on the line. Sir John Eamsden is guarantied against any loss on his canal arisinff from the new project. ^ Provisions are made against detriment to the mills in the vicinace and diminution through the tunnel of certain waters is to be made uw to the neighborhoods aftected. Further extension easterly, if made to the prejudice of the Ramsden, Aire and Calder, or Calder and Hebble .., „vvvLni7rtutcu. (jjrrupiiiiitiuu f,o parties suUenutr damage, who are to receive all rates and tolls in due proportion. *• d. .. 1 CANALS IN THE UNITED KINGDOM. 201 from atftlybridge waH aTm v^ " Stu ^ l,r„|^M^ A further purt of thettmnel ami failure to ffctnm^^ 7'"^' ^" "'^^ ^'^^^^ «*P«"«o Blow vrnanm. Tl e compa.^v S^^^^^^^^^^^ "'« ''""'^' »""«e again to l^irliameut and otS^ *''*" '"?"''^ they applied tliey were empowered to mkoiLlI« \T ^ '"'T"* '].^** f^"«l«r this share in the whole a d to raia/hv n« '. ®'^''®''''"'« ^^<^ (*»7.:W) per promissory notes 'a,?; necesTZ s^'^,' '"I'' «•;.'"'■"",«'' '«"^' *«'•« original limit of £27(oorfll'f33 42?\T^ exceeding altogether the be 80 much beyond tl Ha culations t'Lf ^ ''''^' ''"^^^«'' ^''^^''^'^ 'o Parliament, and a third act obt" ined i fsoaiT® l''^ "*^^*" '""^^^^ ^o successfnlly completed *"'^"'"^'* '" ^^OO before the canal could be This canal was constrncted for *»raff 7 ft^^* • , navigating upon -the StifJbrdshire aX.uSn ^u 1""'V'"'^ ^' T.' of passing boats with 24 tons burden From m i i « /.'^ '^**^ capable southwesterly past Slaithwaife rrnrai,. IT f^"^der8tteld its course is ducts, and by an asS o743oSr i^^/\'^!'\*'^ ^^'"^^ ^'"'^^ on aq»e. length of 7 Jniles it cles near mI U ,? Jo^'^^ among 42 locks ami a wasatthetimoofcousSZtlw^hSi^^ ^"'""'•<^ '«^e'» wl"ch feet above the sea By a trnS 6 46^ v^^^^^^^ T^ ^^.'^" '^"'^*^^'"' «3« Pemrine liange and to the imZhhnltl / /w °V-^ '* '''^^^^^ «"der the of summit lefel of 4 mitr ft± kI^^,T''^''^ ^*i'> ^ ^^^^^ »«°gth the Ashton junction is 84 milp^wf T I^ol>cro88 and Stalybridgo to locks, crossing the I iverkmeliruinH^ ^?^» feet through 3? of canal of l^ miles. Betweei the s"' -^^^ marking a total length were towing paths minutes. At Scout and at Ashton there -^^''^^^oT^t^^^^^^^^^^ Aire andCalder the OalderandHebbfnnd Sir Jo^ n T?n?n?? ^V^ ^}Y^^P^ol from Leeds, and Ashton-under-LyL l"om WakefioM '?^^^ ^^^ Huddersfleld OalderandHebblea/dtheCSfe boH:.'^^^^ also from Wakefield the at the end of the ESaTline at M^^^^^^ Bridgewatei-'sCanal tekes UD the?L^or/'^i^^ ""^^"^^ the DSke of The line over the HuSfieldrnnnilf n^^il^'^^"'^ ^^"^ ^^e Mersey. It passes through a InseiyponSr^^^^^^^ nfa'^f f '^^'"'f^^^ ^ miles, valuable stone, but otherwL s?h^.pr?n "Z^?""''^ ^*«t"ct full of The original e^tCZTJ^'^fsIm^^^^ %T f ^?^ ^^«^"«*«- I^o^h^^M^^^^ With the London and He?bIeS[h^"lThSSV^^^ ^^*be Calder and portion under act of Arliament o7T794'^"" ^' ''^^^^' '^^ «««^<1^'« xfeuuenBriUge to Todmorden. naooi^;,'^ "i" ^"^^^ "^ i-uo v;aiaer by #", h±\ 202 CANALS IN THE UNITED KINGDOM. ' i U' I L^rfoT T southerly direction, with a brauoh to the .neighborhood of Eochdale, to near Failaworth, whence turning a little mort to the west, ward ,t locks into the Duke of Bridgewater's Canal at Oas«efleld Manchester, having received the Ashton-under-Tyne Canal at pS dilly wharf about a mile from the junction at Castlefleld. According to the levels of Mr. Renuie, the engineer to this work, the Travis' Miirwa^27^ VT' ^' rT'''^ *^^ «""^""* ^«^«1 *« beginf'near fh^uol <5?H'.^^^^^/^^^'? * distance of about llj miles, and the fall thence to the Duke of Bridgewater's Canal 438i feet ofm ^^J^ *^<^ Y^F^"^ had already cost £328,900 (|l. 600,591.85), but were still unfinished though the canal was partially op. nel. One hundred t'h^st'nlit m-^^^^ ""^ Tl P^4"'« ($6^,152.83) w^s saiS to Se Jl K lu ^^'^"l^ed for the completion of the whole, which was provided for by the act in that year (1800.) ^ The Barnsley Can.l, 16J miles in length, was incorporated in 1793 the proprietors being one hundred and thirteen in number and con- Trll'llil^rm'^^^^^^^ They were empowered /LK^N I -^r^^'^?^^ ^"°°S themselves, in 720 shares of £100 {^480.b5) each, with further power up to £20,000 ($97,330), for which last they might pledge the rates. ^-^ > ;. ^^^ wmcn fi,!.^ '''^"f '"^^i"^ ^f ?^, ^*^®^ ^^^"^^^ (^i^e and Calder Navigation), three-quarters of a mile below Wakefield :^ridge and about three eighths of a mile below the junction, at Fall Ing Lock of the Calder and Hebble Navigation with the Aire and Calder. It risesfrom the Calder 117 feet by fifteen locks in the distance of 2* miles; thence on a level to the crossing by an aqueduct of the river bearne, at the south side of which 10 miles from its commencement at the Calder, it forms a junction with the Dearne and Dove Canal. From the aqueduct the Bainsley Canal, still on a level, turns westward parallel with the Eiver Dearne, passes near Barnsley, and on to the neighborhood of Barugh Mill, whe?e the long level terminates, 11 miles in length. From this plaTe to the tnl'l^nlT^hf^t' ^^^^°' ^'^^^ ---Of ^^feet V ^^loil The rates of tonnage allowed under the incorporating act of 1793 were Wheat (shelling), beans, pease, vetches and lentils, rape, line, cole, and mnstard * Barley ^.^r.'.!.?"'.! ""^ ^"*''*°'' ^'' ^"^^^^"^ ^^'^^^ X°e iTngS' 6 Oats and inait ""'."".!."."! f^-- 5 ^"length .!^!!! .?!.r.!^' '^"'^ P^^'' "«^'«P«t«^««."p'er 312;Voi;ndV "for" th'e who'lo * ^^uh^nt:.^^^'"^^^ 1 Stone, ironstone, flag, paVVngstony.andsYate" .'.'.'!"!!'" J""" ,* Pigoroldiron ^ Cast metal go-ids and bar'iVon.'!."" --..ao... 1^ English oak, timber, and planks " i^\\\"^\ 06^40 VubTcaVfeet'TiVrmn;" 7i i!M^a:s»t:is^er '- ^« ^^ ^- - T" All other things not before ;nnmVrVtVdV;;;;;";;;;;;;;;;;;;;peV ton Jer msie:: J* That 10 superficial yards of flag paving stone, from 1 inch to 23 inches m thickness, or 16 cubical feet ot stone, to be deemed a ^n * ^ Jt S^.'^I'LtdT^'- this company, made under the authority v..vr-^aeaa<3i, uao x^ luuuamiuugcu, running from Barnby a. 6 5 4 6 1 * 1 1* 2 H U H U 2 J CANALS IN THE UNITED KINGDOM. 203 Serir™'' °' *"* """"" *» ^'"^«'« Bridge, near the Silkstone 60 feet. '^"' "' "" ■"""" ""» « *«'■ "W"' »f 'ocka 16 feet, and ...gth When the call of $291.99 per share of £inn ^i,i of 5*'; ""° ">"' ""<> feiRhto: Ow,°er Cost y transp ort for nm navigation. 0. 08833 0. 08712 0. 05076 0.40428 Equivalents of tolls- EqnivalflntBof freights' •' Boati'""*'" *''"'^» *38 6».) IStnptieg. .' ^ ^ Total Deducting interest and" ■mimp'tion:;:::::;- Leaves for haulage, boat,, and maintenance co»^^^^^^ ot interest and maintenlnce (the eoS"?^ of receipts to capital. M. Krantz h hVp^ oL ^ •^'^"'^ depends on ratio on two minimum amounts STraffiowMnh ''^^^^'^"^ cost of maintenance profitable on canals on 600 oSm?,^!i ^''^ reckoned sufficient to be -^!!l^!!!^!l^!!^^^ centers: teian "cS^' ^«°"'''' "-i»-tion, Galatz to ^ Louvain and Itnpel" CankU .'.'.■■.■ Alsace and Lorraine Canal Saaroriick Canal.. ciiioagotoNews-ork;;;::: .■.'.■ *104. 16 130. 25 83.30 154. 16 101.25 41.30 A- cent. 0.24098 ==0.51 0.31260 = 0.63 0. 19992 = 0. 40 0.36998 = 0.79 0.243 =0.49 0.09912 = 0.20 fi"el"„d"I^X«iL';rbrt? a'n^??„S "' <=-*«« <>» »>■« French canals OnBngiisFranar^ri'Z"' '" ""I'Posed to be sunk. ' "° ''"'^™"''- Interest Miiintonance. Traction. «"at8 ■.■.■;:: Eiiintieij , 100,000 ton Per niilea. ton per mile. Cent. «42. 375 0.21 9.450 0.04 3fi. 2.50 0. 18 3). 250 0.15 ..-. 31.250 0.15 m »■ i if) ' W 'Ai i itJ if I % . \t 208 CANALS IN THE UNITED KINGDOM. Oil Fortli and Clyde Oiuial Mr. Condor gives £33,3 (O.IG cont per ton per mile) tor liorse towufje only; ,£1)5,8 (O.t? cent per ton per mile) in- clnding nil coHts; Gloucester and Berkeley Canal £37.5 (0.18 cent per ton per mile) steam towinpr; Kivei Lea £138.8 (0.07 cent per ton pw mile) covering; all eontH ; liiver Thames (no maintenance, etc.) £41.0 (0.20 cent per ton per mile), tufjffing alone by steam tugs. On a cost of corsstrnction per milo of railway, which Mr. Condor reckons for those of England and Wales £10,800, and for the United Kingdom £ 10,000, ho estimates, on a tratllc of 600,000 tons net load, that cost of interest would be per mile for the last-named 0.68 penny, and for working expenses 0.C3 penny, making total cost per ton per mile 1.21 pence. COST OF FRKiailT BY CANAL .*nd RAUVr'^Y. In a tabulated statement submitted by u ; ' 383, to the select com- mittee, he gives figures from which the folio ■ g are e.\tracted ; show- ing comparative cost of tralllc 600,000 tons net per annum. Interest 4^ l)er cont. on cai)ital. United Kingdom; All niilwit.VH KiigliHli ritilwiiys EiikIiihIi cniinlR EuKli'th canals (ox intorost). KiiKliah oauals (miuimuiu).. Franco : Kaihvays Canals nolgiiim : Kailways CanalH (rpiloemed) TJnilod States : Kailways Cauats (ininiinuni) By 8oa : Coaatin$; steam coUiors Lowest sea froigltt (Kx. 12 $, 6d. per ton) Miles. 17, 000 4, 3;)2 4, »;)2 4,332 16,177 7,009 l.lOfl 1,254 84, 225 Cost per luilu. £. 40. 000 40, 800 6,560 2S, 780 e, 220 20, 403 11,629 Intorost. d. 0. (ig 0.7H 0.11 0.44 0.10 0.45 0.15 0.038 Work- ing ex- penses. Cost per ton per miln. rf. 0.53 G. S3 0. 'Jti 0.12 0.05 0.42 0.23 0.49 0.20 0.27 0.10 0.116 (I. 1.21 1.31 0.37 0.12 0. 05 0.86 0.33 0.04 0.20 0.42 0.10 0.155 '6." 65" Co.st 100,000 units. £. 604. 687.6 154.0 50.0 20.8 818.0 137.0 392.0 88.3 166.0 41.0 04.5 "26.'8' Per ton per milo. Oentf. 2.45 2.05 0.75 0.24 0.10 1.74 0.07 1.00 0.41 0.85 0.20 0.31 o'.ii) It may be added that in transcribing the above details some evident tyi>ographical errors have been corrected, and that some discrepancies still remain as taken from the table. The right-hand column has been added, giving federal values for the sterling cost per ton per mile ap- proximated to two decimals. The following is an estimate (submitted by Mr. J. S. Watson in 1883) of what could be done on an improved canal route : Statement ofoost of canal transport between London and Liverpool if effected with 3 boats (84 by 12 feet by G feet 3 inches draft) carrying 120 tons each, and towed by similar sized steam barges carrying 90 tons (450 torn in all) exclusive of canal toils. [Time for Journey 6 days, with 2 days to load, 2 days to nnload, and 1 spate day, say 10 dayi. Tlio time for journey might be reduced if the boats worliod all night, without increasing the cost.] Total cost of new 120-ton bargea, £(520 each. £ 8. d. niro of barges, tbo owners doing repairs, £100 per annum (6s. 8d. per clay for eaob barge for 300 days) ; 4 bargos, 10 days 13 Wages (9a. per day for each barge), 4 barges, 10 days 18 First oostof machiuery (new), £600. ■ ih , fii: Pur ton per milo. Oentg. 2.46 2. OS 0.75 0.24 0.10 1.71 0.07 1.00 0.41 0. 85 0.20 0.31 6."i6 £ 8. d. CANALS IN THK UNITED KINGDOM. £09 Haulage, 18 horHo-powc, nominal, fitted la steam bargo- te^SS^^ i 'o '6 Co«l8,on8,otc.(5day8';tea;uing)T;.l.";;^^^^ f' « » Kxpouees, incidental (aay U per day), lo days. 4 Z^ ^~ VZ Profit S^^tSl^*^:^:^- -ier ^^'^^ ^^^ - '« ^'r all his'^i^ni^^vf^ co«t«) l-Kfercivl ^aiH? be reoiouJd atb;:(-73 '' '' ' Total cost ofnowsn-ton boats £130 Br?„'k r;:r"' -'""^ -=""««» ™ -»«„.* fro,„ L„„.,„„ ^ rrosto,. GrRiidJiinclion OxfonlCaunl.... Cj.vcntiyCiinal ....' BlrmiiiKliam Canal Covoiitry Canal... North Staflord Uanal/or -Tront & Mowoy Histanco. Miles. 96 24 22i 54 5jr 07 Rate por ton. d. 8 8 Si I'orton niilo. Oentii, 0. 4055 0. 0759 0. 5009 2. (1277 0. 6769 0. 0759 ♦$1.26. aadedj .18 also thi averages^ ^'^^ "delivrerod elsewhere" are H. Ex. 15 14 '.^< f 1.* I' 210 CANALS IN THE UNITED KINGDOM. Comparison of rales for limber and dealt where there ia railway and canal compelition, baaed on the nearest rail route. Per rail, station testation, and delivered on canal. Per ton per mile do- liveroe' (915,000inl877)Sriel20r Lf J ^Tof ^^'"^^ *« ^^^'x'"" meaning per ton peTmile m" ( w.l^ f 1V^ ^l^^ ^^"^^' I'resun.al.ly £155,000 $754,307 50) a^d esHnntes H.Jm.' "'^ T «" *^"« ^'''^^^^ ^t ut a saving, of £311,400 or $1,515 428 10 ^ '* "^"'^^ ^" "^^^"^^ ^^^ ^^"^'•^^ pef ton'^peV' m^?;3 'y^::!::^'tSn^'/''^ *^««'« '^* «•* P-"y you have 0.9 penny to ch^^Jeo^^^^^^^ f ""^^i' ^-^^ "^"«<^' that shareholders' pockets something else or to take out of the wo^'lTL^t^dSS^^^rnii;^^^ traffic they are best adLS tn^ ^/^ T®""^^^' ^^''':^ ^^^ trarisport, that wherever the co^,;, !it u'^T^'J'^^' ''^""'^ *« ^^^ter is owing in the mS o hnnerfS oni nT ^^'''' *^^* ^^'^^'^ ^^"^^'^^'s it in some of its uarts oifl 1 fn h,I^" " "'^ carrying machine itse f or in those oftheCS^or perh.is if f ^^'•' "^""^ '''^ ^^^^s or itself. General EaiVdayconZ es " On tf^'o i^SfT* "*" ^'^^'^^"^^ proved like the Aireand Calder has bee thero^fnf^" """ '^"^'' ""- of being reduced to an astonishinilv w «!• ^^^'f^f carriage is capable liolders » He adds thai Sfari"^^^^ h Jw/"T, ""'^5 ^'^^'^ ^« ^^^ share- and canals in their respec^^^^^^ tween two machines XchexisnuwiLji^'^'?"'-^'^ comparisons ''be- In 1874, as stated also bv Mr r T ^Z^ ^J^ssimilar circumstances." (which runs from London to YorksSf "' *^^ ?'^^^ Northern Railway traffic 18.6 per cenToT the%^?:f S^"'^^^^^^^^^^ carrying minerals occuni^d ti.o u,.^ i qT i ' ^* '^ trains, 33 tra ns cent, of the eSe day ^ ^^"'' "^"^ ^^ ^-^ ^°"^«' «^ ^^ P^r 4j™s.Tji:;7o^"tSc^^^^^^^^^^ only £829, showing a deficiencv o" V ^^r ^'' *^^ ?"^"^"^^ ^^^^^ P^id traffic £341, comparing gross Svemie^l^^^^^ ^^ t'^^ "^^n^ral revenue required to my IfLr npnt ""T ")!"f^^'« P^r mile with net used ; 56 per cent, of" tbe etSng camoRv nW'^•''^ ^'"^ ""'^ ^^ ^^^^ l^-VVr".? ''-' P- -nt^ol^gSr^Venu^^ ^"" ^'^^''"^ ^^«" ^<^<^- on a ca^iS for ra^^aLriah won d'aff fr ^'* '''7''''^ ""' ^^^ «^' ^00 tons manufactory than a ?Sv couh? Mr /^^^ter accommodation to a consulting engineer to hrnrZctl'^ Mo I^^T^'S^ ^^^^ ''^t that time dieted that if ie Sam, lestrSaf b^f £fn '■ ^^"^' ^'"''f- "« I^^^" would spring up all over the kh.gdom ^''''' "''"'' ^'^"'P-'^nies Sta?iS%Si:t!;:£Sdl"'£"r.^^ ^He Manchester v,pf- oy.^ .r?/^*' V^XJIIUtl, V/. rj., gives the followinn- /l«f..;i.. „f fl - «ot anu «.uss earnings of an average n.ile of Englishraflway : F 212 CANALS IN TIIK tJNlTKl) KINGDOM. From pnHsongors ,.• mn >;rom K„.,.i„ .: :::;::::::::::::::; ^lii FroniiiiinoralH .'..*.'.'.*.",".' 7(m ' Total n~AM Working olmrges I'l?? ro a " *" 1. 1^05=531% percent. UndiNtributod notoamingH 1 rn— ana " FrolRlit per not ion nor milo. FMsenser .. Goods Miuerala..., Total . d. 10. e 1.1 0.6 UroRB re- coipta pornillo. Tare. Pound*. 1,500 1,220 768 06 06 6« Not tons (ratio). round$. fl,50U I 1 10. fld. S I 1, 220 i \ 1.14.5 f 708 1 ( .5i.) Not tons per milo. 21, 818 206, 181 868, 640 QroflRtnns per mile. 656, 030 545,450 760, 620 837, 818 2,143,707 12,113,797 grosB tons per mile, costing for working charges £1,855, cives nor _ gross ton per milo for cost of workinKexiHUisos... , feives per -.= ..„ '^ - ig expenses 207f5/i n'^nw^'"*"" *""" P.®"" '"*'*' paBSongers, yielding gross receipts £1,500, givM groSfVorperrile^f-.T ^™'* '^'^'^^" Working expenses per ""•■• •••••• •«•>•• •■•■■• •*•■•■ U» (^U ID 7rn ro?®* ®»rning8 passenger traffic per gross ton per mile (68i per cent.). .. 4524 760,529 gross tons per mile goods yielding gross receipts £1,220 gives 0. & — - miir *'°° ^^' ""'^^ ^°'" ^™^* receipts. Working" expenses per gross Yon per 0. 2076 oo^ Qii^ earnings goods traffic per gross ton per mile (46 per cent.) 1776 837,81S gross tons per mile minerals, yielding gross receipts £768, gives 0.22 * uecessary one tho facts do not seem to estab- gent e. erJy will s^T''"h"""' '^'''''^''} "'^naffement, and JLTot" iS ! fctnc energy will suUlciently account for the nresonf Hfin,a rn,, ■ point to a change, and a chLge largely and' dSd'^ tbr t.fe be'lfer' F. U. WiGFALL, United States Oonsttlate, Consul. Leeds, February 14, 1890. ^ He I, ■i FALMOUTH. REPORT liY OONSUL FOX. United States Consuls "'is, Falmouth, September 3, 1889. Howard Fox, Consul. i LIVERPOOL. REPORT liY CONSUL HIIERMAN. THE LIVERPOOL CANALS. . -i- ouip v..u{ai, lunuerlj mc bnuge water (Jaual. 'ii 4 CANALS IN THE UNITED KINGDOM. 215 Thi S . ; • " o«k gat«8 aro of cltii, oak, or teak wood. h«»if Shropshire Uuion Canals am.rd the Hhortest an.l best canal route between the Mersey and Soutli StartordHhireaud BirnnnKhan ron (is Uicts, and the only water route between that river and Shro oshir .iml C.u.a at Middlewich, and thus provide water co.nniunication between the Shropshire Union system an.l North and South Staflbidsh re an I /«^ rf"'!'*'''?!' '^"^ Manchester districts; (See ,nap atei'ed 1'. fl) Chester Canal, between the river iJee at Chester and Nantwich a^amtance of 20 u.iles, the statutory authority for winch was giveuiu {b) The Ellesmero Canal, from Carreghofa in Montgomeryshire where it joins the Montgomeryshire Ca.ial, t.» Uurleston in C Ere whereat joins the Chester Canal, with a branch Iron, the Dee at 01 es eT to the in 1?93 ?Ki!J ^^^T''^ ^Y^ ^J'^ a«t of Parliament Sg granted m 179.3, the distance traversed covers 80 miles. (c) The Birmingham and Liverpool Canal, from Autherlv n, nni„f «f rfZ:''}' "f ^^'^?"*? ""' W;>rchoster(3anrnot;;Wol^^;^.i^^ to Nantwich where it loius the Chester Canal, with a branch to tl e eiveirhnHi^T* f ?'"''^"''-^ -^"V'^'""- ^"t^«"ty for conduct ia ^ S m ^^^^ ' ^'*^ distance covered being 53 miles. (d) The Montgomeryshire Canals, from Correghofa {where the Elles- The ;rhoHt'v7nV?K "^'"^"-"^ '^""^^^ 25 miJes. ^ ' '"''' ^'''^" '" ^^'•^*- "^^'^ ^^^^ance covered is (e) The Shrewsbury Canal, from Wombridgeto Shrewsbury in Shroo- belng22 mUes "^ "'^'"'' """^ ^'""'"^ '"'^'' ' ^'^^ ^Sce covered Comp\fytthiye'^:i846-'^'' "^'^ '^^"'^ ^"'^ ^^'^ ^^^^^^^^^^^ ^-'^n is ISoutToe'S. "' *'' "'"'"' '"""^' '"""^"« ^^^ ^^'^P^^y'^ «y«tem The canal from Nantwich to EUesmere Port (its terminus), where it frr4o'tn?o^^''''^'''\*'^"''^"''« 1^^«« "«'^^«r« and flats^IrryTng from 40 to CO tons, and such craft are constantly employed upon it carrv flo^n iTtn-m ^^'^ system narrow boats 7 feet wide Le useS"which carry from 18 to 30 tons, according to the depth of water. The denth of water varies from 3 feet to 4 feet 6 inches. ^ The locks on the canal from Chester up to Nantwich are broau and THE TRAFFIC. The canal between Chester and Nantwich was intended for the con- veyance of coals and general merchandise to what was at that ti7ne ti^e commifiH«.'T'4'^" i" Cheshire, and for bringing down sSidothe? commodities to Chester lor shipment on the rivAr Dp« Tho^^ ic „*.-ii a connection with the river Dee, but the traflic between these points 'is' '¥ iJ ri _ *.f 216 ,1 - CANALS IN THE UNITED KINGDOM. The imported tvaZVm^ZoTfitZ^^-^^^^^ merchandise foi inland SuLtion'flLT^^''' ^*'°'.a"d general ore and pig-iron brought into SlerePn^^^^ quantities of iron clay and flints from the wes? rS- T?nSt i ^ 57 coasting vessels, and tare of earthenwar^ in the pottertes^ ''''^ ^'*""" ^^^ <^^« ^^^'^f^ tertei'SSif rcXrl'i^""" *^^ ^^^'^ Staffordshire pot- by the compan^Tsikel^rnt E^^^^ being proviS^d Longton, and Tunstall wIibpb mSJ?. „„ 'i '"^J Burslem, Longport, factureri aj they arf S5 «^5'^,'„r^5"f^^ ^7,^ '""" '"« "»">'' until it i8 deliveST„ogaWe8h?oi, r^'r'-'' '"«'!l«d to ttei? team, miles fmmSpo'C^"ere thOT £ ha™ ^"''r"* ^<"-' '«'»»'« » commodation, fitted i'r ^ith allihe mnil .^L^'^ '"T ""ekouae ac- EI&?&?„Tri;SL-tr 5~^ »'«' -^ ->et.eea additioo to towing t^,rZTto^ffS.', fXl^Totr """^ "*'«»' '» horses belong to the company °*"'*' ''"' ">« ^"Ik of the and timber. This ha« been inteSd wM hv^h. ° '■',""'' '"'"''' ^'""^ ^JerKS'*'' »"«'", ■"""yPltrraTal^^nJside''''™^' ""'"" •"" the trafflc conveyed by local traders StoAordshire, in addition to paS''"U^.?eSt'to1hirt^7^UT;le'°«^^^^ -^ *-^-. -"^o ififtnf, «;..«« *t.!n. X. ° _ ", ^"" ^'*''*^^ "xea by the various anta «f t>„„ij„ Se-greaterpoSn'rtirrtSTnV^I^rSbJSr'^ > z m s CD > Z m z H o z PI n m -< > z m s CD > Z m z o z I n m -< m % f^ t-; CANALS IN THE UNITED KINGDOM. GENEBAL MANAGEMENT. 217 eagf^rX^^^^^^^ intrusted tea paid staff of bank-teuders Ckmen 'and^ 1^^^^^^^ '"spectors, and a Urge ?: tS^aSf nzztea 'c: ^^^^ ^.^- ^"^-s. •mch town of importance the companv h^« «" ^f ^^«*^f «f officers. In see that a share of the.traffic^7the^nrhbo?S ' ^ -" ^"*^^' '' *« company to see to the loading SruiCdinl "l f °^*^'°^^ ^'^^^ ^he goods, collection of accounts etc '^^^oaaiug of boats, delivery of greater iaXSfinftan?e'^fe„ifJT^^^i^««^ must be aa mwnh andafterwardspoteotedbyrraTeloreaTth a?«^^ and bottom puddle bein^p^t in .Where there la extra embfnkmin'^fi^i'k^f.^!^"^" ^y the transverse sectZ^Vn o"" >^ert°rr.reX*,Lrnar^^^^ ««diB -tentiveof watern^hHCLrartoTLlTll uiTtU^b'o^^^ ''f .*^« -*«-i •*y put lu either bottom and side puddles, ■iki 218 CANALS IN THE UNITED KINGDOM. ol^ps^llXTZ^^^^^^^ -y '^-g "P vertical side puddles tbSK;iroVr{rwi:i*Sh^^ »-* ?« sloped up from last S:rcr*itd orthe'to w S'lt'at'h^sldV btlt i bencffA f/ T ^'j '""«* ^'^ «^«P«'^ ^^^ the level of top bank on the off side of t) « n«n!?^ ^/^t*^"®* '^•"'^ "'»«* »^« made at puddle as sho^n as by tIoZ^.:itrse ictioS ' 6 "''" *" *-"' '" ^'^^ «''^« ^'°'"S «- mS\ttltrd*L?c^:^^ earth below f LYefolt ? ^JTra^e^ rho-riVtrF^^^^^^ "it^^pri^^^^^^ then^tobecarrie^dnTtrtJ^^^^^ be^l^roughTwVrled TZ'rse^iXZatlT "i''''' T' S^^^' *'"^ "'-* finished, perfectly water-iight exceeding 6 mches each, so as to be, when separately from the rest of the eTthwork ^^ working of the puddles stated! thTioeSt"SL*roSSe^a\t'^^^^^^^ '' '^f^'^'^on are not separately ^v.Sa'dtnnir'^^^^^^^ the^£T?f Th«*;r^*^''T,^^.^*"« ^^« «ft«" constructed to protect ?n caL. ^' '''''' "'" constructed with their ?ops flush wTtS top wtter Let-offs --In order that the water may be drained from anv narf ^f llu^Xf ^r ,^«Pf ^\«r cleansing let-oft^ or sluice- valveHhTch cai be opened and closed when required are provided at short inrervais TOWING PATH, cinders, etc. " •■ *"ra( (iimeotoucucbns), tuiiiaco t I t a t( m illl CANALS IN THE UNITED KINGDOil. 219 and i LOCKS. The loots are constructed of brickwork nr maa«r,^^ t upper id lower L^Tof tbe t^^l 7JS%Z% 'to St ''^"'"■' ""' LOCK GATES. gates have been constructed of cast-iron ^ ^^ *^® ^^"^^ boats descending draw up the eiZtv lEa' tv.^ -^^^ '^^'^ ^°'^'**^^1 CONSTRUCTION. 1772, and the canal was completed in 1776 ■ ^ ^ " ^» ^»mtnfif/mw an^^^^^^^^^^^^^ iV"'^"^- ^« of -teres* to onr that a« the year wears^ou&urtherJrowtUofThl^i^^^^^ Ship CanJl, " tion nearest to Liverpool, aud therefor« oT fT.^ . ^°I^ '"''^ ^« marked. The sec- eection, extending almost fn a tS line ftom tfa^ntrV"^^^ '« *'^« E'^^'h'™ the Inoe section begins. Jn one sense thn Fp.t^„ l-^ ''.°® *." EUosmere Port, where ?? • «°«''^T*«°'' «« J^«™ a^e the great loekJdiite.^'hi'""" '? ^^^ ""«* important of 1 18 hoped by the promoters the sE will enW 3 nil*"*"/' ^''?'°.*,'^« "^e^' '"^hence locks here are larger than anywhere eTJe on tL. P^^^^ up to Manchester. The gether with the building of Kuvertasla^el^^^^ ^^t obstruction, to- as they are one of the most expSe bit^ nf 'w-l^.f ««' T *•>« "»«* interest ng, amount of material employed isCShin^stnnrH J ^^^"^Shont the system, The vastness can be convoyed bvmor7f^nrl^^ stupeudous, and no idea of the canal's where the locks are inZiJs^e of erecf on is over WolT,' '^ ""^ '^^ *.^** *he cuttrng deep, a very bald idea is oonveyedY an idea howevJr w^^T'' *"u* °«^'^y ^0 feet conveyed by the statement that there are nrohlfJnAf^'"^ """^.^^ "'"''e strongly kingdom w&o could throw a ball from bankt^S/b^o^K ^Tx® "^ cricketers in the cubic yards of clay and soft materiaUnd 7^0^. n^-, ^he statement that 3,000,000 vated is very iraposinsr b.Tin«< o= 'i'.*^"'^'° ^^''^^s of rock have been eica 6,000,000 tons'^of maSl havi altot^tC ?'°^ *" '' **»« ^"'^^^^ statement that Ellesmere Port. But proieriVto i pSiate thT ^IT"^'^ .^f .'^^^"^ ^»«tl>*" «nd seen, with the laborers crawlin."«i,nnf »T^ the greatness of the work it must be Jt^r^°^^1'^'°« ^-^^ *-"Ssaf ateTarthl earth tt^K" °^ ^^' '^''^'' *•>« ^t««™ graBien 8, the cranes noisily hauling great bl2i^;,fr!J°''Tt'^^' P"®°S »P steep aUseemingly at a level far Llowth^e Ordinary surfac^^^^^ sandstone to mid-air, and THB NEW EASTHAM. tbXXtdTaT*o?t£^^^^^^^^ been run along in a line witb been poshed seaward as the bauRas g7own Sfl tf« rf' '^"^ *r.r« ""^'^^'^ ^^ croachedon that cement-laden flats and ftC sm uf L i '^*''' '^^^^^ ^^^ ^^^i so en- s,de and discharge their cargo at the artmcialTanl Th'' ^"^ f""^ *^^« *» ^»" alo°g- Sally " and archery have given nlace to Vh« L. . " P? one-time glories of "Aunt once whirled the "three stacks a X^'^^eftbSkf^^^^^ of engineering. Whe?e twang of the bow-string is supJS bv^the rnHi„ V^ ^^*°'*® ''"^ ^«P08«- and the locomotive. Beyond Elstham, thrione Jrassv nli^l ZT^ *"*..**^« «'^"«k of the neers were wont to hold their annual camDnnl^«M ^^«''«on the Cheshire engi- mentof workmen, a double row orwhosSTooZSl? "''™ jPermanent encamp- The houses, generally speaking, areTSTtS kenf «„ J"''^- 11'^^ * ^^"S*'^^ street, evidences of the most careful tidiness LatfttW',.*^'' °«*^^'" «^®° displaying bell.shing the windows. Many of the houses hiv« nn^t^'°'V ^TT.^ *°^ plants em- thegoodman or eoodwife nrnhahit^»o ,.® ^"^'te a stock of fowls, from whioh road down to theST Lff ^KorVXhel'^^^^^^^^^^ '''°°^*' . f ■""^ *b« Easthlm Who has the entire Charge and contri'a:rk%f thi SLTsSn ^f^^^^^^ '.f- -l-: 222 CANALS IN THE UNITED KINGDOM. fni^alSliSrdlaJeV;^^^ to, forn-non. the hotter oIa,« hnild ball club has been forined, und a cm^Sl t,,S m"'*''': l''*''""™ '""^ robustly, rf"ot ue Bitnnted altnost wh«ie the nreseiif nofi,r..r i.- i y'*'^*'^. Tho outer bank hero will ?e±' T.^"'.""::' «<'»«'''*1 '•"bl^e S,o7 n bvtf;'"'''*"'" """'^ '« '•'"'^" by a Ih.Tof lipiiisiiPisii learii from Mr. Lawsoii, foremanVSe ',;?"»'''"«• »"'' "■» "s »»( enrpriae.l to ,*?„^ P';««?"/« '« «trongo8t. the ..peLtZ, ^ffii°**?,'":"^J'>« gat«: At the bottom, wheJe botter class bnild- aboiit 400 poisons; • by tlio niannj[orH, II beinifof theiu.m B robustly, a foot- the groniul beinir It a woll-beliavod iine of it. Turn- iiiliar with tho old lof'. the longlovel 8'..ge, being c«r- i forces had inain- , gradnally sloites Sana), the distance or bank hero will ho WD by a lino of this it will be un- ftud at its mouth iggest lock of the rand the farthest to the distance of sandstone upon a irfaco calculated dashed upon it equate for the re- le lock gates ont this channel silt- Ity dredgers will 'i'lg is furnished the level of the of the canal, we 1 ontermost por- our attention to ee locks, the en- r. lot surprised to 'le sawyers and m are engaged mirs o ■ gates— ther pair. The ?ates open sea- [■ds, they being resisting power used once in a on of the inner isary to repair IS alFaira, each » total for the I greenheart, a nonshrlnking of the texture •f the material ;e8, it must be , and tho four Ls tho 80-foot Every leaf is 18 running the )ottora, where ite rises it is •eing boarded he miter post I that a curve ig, the width me thickness come in each iches square: h, space of 13 inches, space ] nches. nrt^;^.'^ 1 firmly iaoi> 11 i I Ki *?j* -i^-.^aiifiRjs.^ hi' h ' I "ii CANALS IN THE UNITED KINGDOM. ^ 223 z o p o tr O o u. o U) o> HI IT O o 0. o o < I I- < ^ i^£!lS3;^HSBf s '-i" ^r ^- ^^^- steel, and will work upon a8teoT«ivoVwPn«. * f *"^''^",*^: ^'^'^ '"^«^ *« «l"«» with in which a steel collar w 11 euerrde^f' tS, h««? ^'*"t'^ """ ^^ ^'"'"^ '" "'« .nasonry, each being a Holi.l beam of 6 to ,8 5 c wt ^^if« t .f' •? ^""^ ponderous pieces of wood and the section posts-^ach of Xcrc3\mTii of w 1^^' P"",*? ^eigh 6 tons 15 cwt. each 10 tons 15 cwt. From the ton of ?h« hi?! ? * ^!?™^ ^^^ '"•''^«» square- weigh is a steel strap, sTnches w df by U inc ,es Sk^ r. n ^ ^"''* of themiter postthire and this may be adjusted £ vSoLTetTonstcTn'^'?.!^ '^Zl^^ «^^« ^V^^r*"^,' servo to equal ze the weieht to somn nvtmli- if ifi^ ° tne gate firmly, and it also will strain, the continnancrof which rrainfnl'nh ^'"^ •"* "'^ ,*°^'« "^ *he greatest the warping of the whole slrnctureTle ^«to« tiln'''"' ^ork nVight easily result in the outside posts running Sn rme^al rl^« wn Jo^''t'^°''''?f> hydraulic pressure, wheel 1 foot 11 inches l^roJLt^nth«Lf„f7v^^ ^ ^r*ill.'^"^?''' ^^^^^ ^^''"S » steel something similar to the ha 1 ^earin^rs "?^^^^^^^^ ^"',V ^^'^ "^^^^^ ''»« ''«"«'■ bearings wheel being substituted fo?Llls and wh^^^^^^^ *»»« length of the inside the wheel, b do not com; af faT Sh?« M'^l'i^''^'' ^'♦f«''«°«« that the rollers are je..font^heberg^s\rt,^\?tLl^ po2.iWrcl'ti^I'git\"Vit'to3^^ ?(*''« e^*«« was sufficient for all down the frontOTuhe outer eaten ro?B"?or'\r^'^^^ sure, vertical fenders are run 12 inches by 9 inches, and ?ortKo-foota.S 4 f P',* *l^'"« greenheart beams inches. The entire strucLre is bo ted toZ, L tin'' . " beams of 12 inches by 6 and li inches in diameter. The KS an^d 30 fo^/ «\7rl'*''^^^''^'' ^"'*« "^ 1* *»«he8 same height as those already described hltlflZ, ™ "5"* i"T^^ ^ates are of the are 10 feet 9 inches lessTn height the waer In fu.7T ?°^ "^*1'^J«'='^« »" *he gates while the genera] depth of tbrcana? X™ fi ^ locks being 36 feet 9 inches deep, smaller gates can be made to serve In Slln^ ?'Hfn 1? ""'^ ^^ ^««*. ^^d therefore 30.foot gates are 2 feeT2?inches Across the°ton„ftt^T* ^'***'' ^^'^ ^ ^««*' ''"'^ th« be constructed for the convenience of thos?LX.^^ lower gates a footway will In the gate-honse mucrprogres" Ls be^Tmadf w?^ ^^J' "*°*^ ^* theioint. gates being finished, also one pair of tS wt.T ^^^ work, one pair of SO-foot rapidly approaching completioT When read vCr*" ^^'' "{."'« ^?-^°«* g*t«« «"•« to be afterwards taken apart °n secHons S *i^«gat«»arepnt together in the shed, Along the sides of the she^a trolley way about 12 fi«f T'"" Pf^™^«*'°t positions! erected, upon which runs the lanre oran J'„««^ L! ^ • ^"""lu *''® ground, has been and after dark the place is lighted by electricitv Zr^fS' weighty logs about, shows splendid grain, and is of a rich dark 3; ^ome of the wood being worked mental woods. The chips ft-om the shed «,J 1^1' ?«««•" Wi eg olive and other orua- logs are roughed out are utiS for laviL on fS, r^"^^^ ^'Ti^^ «''^P'*« ^^ere the better and cteaner road than fny other^^Kr m^^^^^^^^ ^""^ '""'^ «™ «*'^ *« ^'^^^ » [Second article.) PROGUESS OP THE CANAL. the Eastham section, and are indeed one of Hmnlfn;- i ^^'^ the main works on being larger, stronger, and deeSerS^^^^^ leaving Eastham are those at Latchford XrSaw w nn7^ ^'''^^ ^''/^^^ "^*«'^ ft necessity that from Eastham to LatchfoVd t o W^^^^ "f ''"•""•' '* ^"""*« »« an advantage of having so lonay be ntilT/.edto "iZ up for%vater Z i" wtS.5^ ^T^ *aV*^*.^" ^'^^^ ««^ at spring tides the outer and in^r uates i. v Wl il Lf ""Y' J^l"* '" *" ^a^' *''at Mersey will tlow in raisins th,,lAviinff^ ^ i "^^ "P^ned and the waters of the n.aki„i. it in a Llall degS a tiia i vl^^^'^d t LfrJurd'^"^^ *" Latchford, thus servici* fnr »""r" +:.>.- M - ! ** ""f n vor. anci tills Will doubtless prove of lu, IjhIa vastquantiiy of w;t;;i8 ttoi^H^^^^^^^^^^ fT ^"T^'"^' '^ vessel into therivVr a orthe^gener/uystem!"^£"aJ^"Sl^e^^S,*o7Srtt^ 0^' 224 CANALS IN THE UNITED KINGDOM. X ir ^^^^B ^ J ^tjl tnte the ent.'re breadth of tbf en? K that 'pSfnl Fil^tW *.^ ^^^ """^^^ ««°«t^ ward side an arm of the canal run K down th« «i«i« «f +1^',*^*''®," °° ^^^ land- hand and the groat embanffent of th^caZ on ZothL*^^^^ .°° *^« »»« by a dam very slightly above the ordinarrievel of tl,« wnf'»^^ ?"•"u*^ i'®^"» ^«f™ed has been constructed in accordaLe w.Tthe demLds o^ * - ^^^^ ''^^ - ^*''" required that none of the tidal water shon Id h«^«f^„n^- *^«™«y anthorities, who method adopted of leaving this dam to act L- an ovlTw i?l the canal, and by the certain height ships may be paLed in or oiit l*f V«T ^ 7*1®" ^^^. ^**«'' "aches a may also be passed out when the ttde hi re^^^^^^^ «f the tide. Thev the proper level is reached. If there wwe no overflow III i^T '^ ^i" continue tifl closed just before the turn of the tide nn^^iZtu^ the locks would be affected if little time in workinrthy^vesseTs in aid oat Th«*^^^^^^^ ^^ experienced for some wide ; then comes thi wall or p attbrm dSinI if "^^'^Ao^ raceway or arm is 59 teet this platform being 35 feet 9 inffis On 7hf- o! * ^1^°" **^'' ^"""^^ ^°°'^' ^^^ ^idth of ringLts and othef applia„Ls neces8a?y i^^^^^^^ '^^'^ ^»1 be . of course there wrll be the small housed «oi^Sl.*T^ ? making fast a vessel, and ng of the locks, the motive p^werS hydrau kP RevS'?,^- ^^r"/"'' the Work- lock, 80 feet; then the second Xtform^30 feet" th^ Si^'iVH'^ PJe?^?^" comes the aet; small lock, 30 feet: and thVo.S'embSVn«nf 99f "J lock; third platform, 30 inner wall of th'e canal 'to the out^r edge ^^htr^v^^^^^ ^ J S ^^^ fr""" *he smaller locks will be used whenever nof«ihl« t, nl^L * 336 feet 9 inches. The as much as practicable ui throircKtenljeT ^'' *° '"°°°"''^ ^^^ '°^ «^ ^»t«' pejfc\*i;irr^4:uT.i°a^^ l% » dimcmt matter, At the upper end and outsido of thi i-!„i,^ ii *® , .® ^^^^^^ understood, verts or ]a?|e drats runrfinding opening Ls^^^^^^^^^ ^l°" ""^^'^ °»1- similar systim exists, thesluice LeSinSo the riv«r an^^A ^"^** *^® ^»^«'' «»»'i » insid« the platforms dividing th^locks^ For the «n\Mn *^««"^e^t8 being formed that the captain of avessel cSgdownfhe caiial wfs^es/^ «"PP°«« paratively low state of tide, the water in th« rit J i of *"* "^c^^the river at a com- depth than the canal. TheVessel having ent' red ?heloof ff/^^P' " *?*'^°™ '««« »" and then the slniceat the lower end is of ened whin^ V.} **»«"??«' gates are shut, the sluice mouth being lifted nj The lode watlr r,?«h«AT '^^ * «»ding door over ng, along the culverts and out at the sluice «nri in If through the cnlvert open- leve with the river, the sluicrdoor is droi an^ ^b« 1«T ^T^^^ *^^ ^°''^ '« ^^ » reaches the river w thout any perturbation of f h« Jf,.£**^ ^T^ ^P*'"^'^ ^^^ teasel Mersey. For vessels enterin^^nf ^n„^pf l^ *''® surface either of the lock or the higher^han the cTnal level X^^^^ and if the river be In the large locks are immense holes fcher« hAin^'^f t ^^^!^1 ^°*«™- ^he culvert* as they might be cuMed?"fe^ThiS bv 4XtSd TA^""^ ^'""^ ^^"^^^ doorways, huge drain Ifi feet high bre feft St both tol 1°? ,*^^^^^ open into a culvert or amount of water which can nass tlirmi^^'«„<,i, „ ? and bottom being arched. The pendens and even thfgreaf lock 'r^e lower^dferrirfeetl^f: '' '"T.^-'^^"^ «*°- ' measured by seconds. The progress madft in f h« ?«« =♦ *^* " *« ^?*"® °^ *™e to be very satisfactory, the greate?Vmrunt^fworVw?nS^*''°''*'°°. °^ .*,h« ^«°1^ J^as been which all the foundationraro iSd and arthJ l7f>.^ 'iT P"*,^° ^^^ 80-foot lock, of to the height of about 21 feet Tile unn«r „n/?«l^ *" n?^® "^^"^ h*^« ''een built up have been laid, the culverts are partiaH v buUt Ind hoS«, ^^^'^ *^ ^^*«« «™ ^^^ are completed. Looking at the hS,,^H ^„i ' ^^^ ^^ ?i"'*'^ ^"'^ ''"'^"* openings ume of water rushing ou^t to lower the leteTlr/ol^^^^ '1-'' °*° ''M^*^ "^ t^e vol- There is a solid foundation of excrete on Im.i? i/ f *^'?.f ^« ^"^ ^^ necessary, culvert, consisting of two courZ of har^hSi^^i?'^^ *^? ''°**°™ arch of tfie up of similar material.Tnd therthe nlnf f nrml L.*^ ^TJ'^ T^^ ^alls will be built concrete. As may be 'seen from the fflustra^fo J ofTjf«° ^^Vr'^" ^'",^ ^"^d in with built up of granite, of which also tiA«ni^?!l° ^^*'^® exit sluices, all the arches are built, t^he inirmed'iateTj^i beTnl of br ck and'«l°^ ^}'\b^ P'**''°™« »™ tion the arch of the culvert may be seen in tL miHHiT*?- ^° **"! «^^°»'i iliustra- the foreground the bottom of the culvert wSh ^ts ittt it'^r^' *?** '^ *^« '"'°*«^ «f pictures being taken from the great lick In fh„ f,n f^^.TH'^fu'^ 'h"^°' ^''^^ t^e and the cnlvtrt ways are irprogress Siile n^prw f?i ♦if""^ *^^ «***« «"'« are laid have been now laid, and the wallf&re'w^ll fn^^ *"-?« foundations of the lock worked at so much K the ^fls have beJn^af J 3" ^^" ^.''l*^"* ^""'^ ^^as not been continue unci] half na«f « Y-H-bt \ f. ' although m the various sheds the men kH .r U, ;{' a: O a. Ul QC LJ s LU < o z I- O < z < O Ld X If''' u O Q. UJ a: LLl LU < O =) O _] < z < O UJ X CANALS IN THE UNITED KINGE M. [Third article.] 225 Passing from the looks aud PKOGHK88 OF THK CANAL. Kates, which we have ^ which has heen ma.le with he exVavS^ P"!^-*^? T^^^^ 'V'^'^'"'^ '''«' ^"""t ProgreS boon entirely cleared away, nor wi t betill tl « S"^^»"t«'•. « t''o loclshai not yet vat.ons have been extended much L.i*uL^„^if t' P" '"^''' '"""•' '"'^ ^''^ "^^^a- yet to be broken down before the rivAr !^L. I . f,' '''•^v'"« " massive wall of cl.iv too is another work which w?ll e imJuJT.f *'•? P*"^- '^'''« ""t«ide ch ,m X JS that if it were carried on mnc^fbefor; fhe j^ai^w ""'*"?' ^**'"*'"' P'-"l"il'ility rai.idly be choked by silting sand of which th^^v^rL^ 'T^'^ "'« •^'"*"»«' would clear when the canal is in wljrki,; order Vvas?^?,?^^ '^''^*'' '''^^ keep it niovet , an will also sev.ral great bloc ks of rorkMnli'^-T*'* '°'^ ^"' '^''^'^ *« l^e re- near the locks (o facilitate the wor Idnt i?/„,?i';;' 'l"".'l'linKs, which have been left the riverside there is also a jrnn. Tip . "1 cpmection with the sluices and srates A^ ^ 1"?'^'' <'*r^^«''e much surprised to overdow to a pomt abovethe o .^^t^rocks thl'l^ ^"'' f'^'' I'^uk 'from the the surface by talcing off all the oose cl.ay and seein. Ll tf '"^ 'i"'"'^' '^ trimming of While engaged looking at the niany iKeVwortin ""^ '*"!' V^ ^'"' '^"<' «"lid. canal, inunerous dull reports remind us Hr^t^^^^^^^ *^" '^""om of the and we make a move in that dire^V 0, ^'^^ further up there is .^Iso work goin- on which eerves to drain the cutting Sv/ot'k'^h'L'tlT^t' f "' "V/'*^ g-!t'p"iunp hour has arrived, aud at once the men roin« 1 ?,. ^'"^ '*^ proclaims that the dinner ment to get their midday me^r^S^^ J^J^^'"^' ^»o;vn the lines on the embank- the side, and soon we notice them c imbin^Yn H.^^rZ/ ^ ''!'*',"l« "'"ke a move for a long hue of men following e.ach oL7n"roni^h,ri^'^"'''.H''" *'*"*'^ "P >' >^rick, steps A little further on a grourof ,nm.^Lf>, * serviceable wooden flights o f which glimmers and sends upTfeehle smok«^Sv ,"'"°1 ""P^ "^ *^« P'"t"'^le «res and tlrere they eat their «'« the many truck lines, so observant are w^oftHnl ^- ''''• ^^'king along one of snnultaueous shout of the laborer and Z wh stle of^«'' " °" ^•°''". ^''"'^ "''^* *'^« clear the line of our presence ere threnSnerat£n,.f.i '""'';*' ''^ ""^l'^ «"'»ce to much of Mr. P.aucks, the collector On a ^ev.li^h 1' ^' ^''V' ™"'i"«l"'? one very th.aton which we 8t.;nd, another euLrhiisCi J' '«*l^ei' lower than, but ascending (o ;».tting ri,. of the^tr ns wo ear a -'th.k tfnT'"'' fi *° Ellesmere. '^ is.on, and soon come upon a suLTborwlio st indM^^^I ""^ ^'^^ ^i"*^^ '^'•**'='«« i° <^<>^- .lerking up aud down a wire, to which isTn.,nW "^'^"^ ^»« of t»ie r,iilway points, another iron article causes the robust 'ttik"^"'' "•"" *^''"'- ""^ this beating on 3s good enongh to inform ns hat Let worWn^ the^^fn "''^""'^ '^-^ "'"^'^ Pointsman the thing, as the air is quite clear Al.nnt v.^ ^^, signals, just for the fun of across the shore, and the o,? er watl of tSe en^nn'.Tt «"."^'^"kment has been rim called Pool Bay, which now showrfirm and l«v« ,*'\''^' •" * P*?"^'"" "f ^^'^ «liore, pearancewheratherockand iThas W tln.i "^'^^ *^^ ""'""P "P" aqneduct carrying out to the ri7er the ovmJow from J^'^'X ^"'^''' *""' '"""'* ** ""'-I'l fell into the river at this point! At nres7nt?iT«?r *''''?'^ "^'■^'?'" ^^'""^ formerly diverted into several ponds wl ich se?v« ,« ri ^^'^^'V^ dammed and the wat*>r is to the st.itionarv oiiginoa alon l the w ''^f^'^''^"!,''" f';""! where water is pumped little wooden aqueduct wh t^ fo is an te\''\?r«r \- ^^^'''- *'«' ^'-^ ""''"'« '^f the little inland fro,,; here is Pool Hall o ,0 of tL P*^*!' ••^\ ^'^^tnr.^ .1, the landscape. A and full ..f value to the .anthurfrin' "')^. f t^f "'o?*'"*"'"'*'"- houses in Cheshire; is separated frcm the canal y one field on vl'n?i 1'."'' '"■""* {^' ^'"'" """ton Station of Its fall l.er,^!,,,.,,, ,":"y ,^ "7." "'I'y. and there w unfortini3.t«Iv => nns-' ilifv- hall, which Is, o;^oceu%d'LT."Se\er"'^' is complete. The fronl lS"of 'tS that Pe--t t^ SetnStt^r&rS S^S^^ClS-f 226 CANALS IN THE UNITED KINGDOM. H *tf tnry, and one of the gables isa fino spocinuMi of Norman anhitcctnro Insido the houHe IK a inaKnilicent ohl oak staircase, and throi.Kliont tho r o.ns theo are umv interost.n^.rel.cs. It will indeed, be a pity if the ol.l hall has to he .uHed wu for th-, modem needs of the district, and its demolition will ho mnch rcLre red «n. ./"V'^ *" *'■''' •'"'V'^ ""^.^ '? «»»tinnanceof onr walk, tlie first bnildiu.' to catch our attention is a most comical one. At the foot of a signal post sods stick, an clay have been built up to the height of little more than a van, and the s.n has caked , all together in the form and firmness of a little Hij;i,1, nd bothy As., nil dra.n.p.pe js the chimney and at the cheerful little fire inside a coup e of lads are warmins themselves evidently pleased with their small but cosy shelter The cut tmg about here is not nearly so deep as it is nearer Kastham. and it is evident fj at much work will yet have to be expended upon it before anything ike co.npletion ts approache. A great quantity of solid rock has to be got thrmig and Ttm near Ellesmere Port the ground c].anges to clay, so that both materials have yet to he faced; but they will doubtlcRs be overcome in as easy and rapid a manner as hev have bZZiir'.n/.* t'^.f""^'"^'" '''^- NearElhimere pJrt a nnnrrof sS liave been bmlt and here tho men are working away at the carpentry and other nidustries, all aiding towards the general scheme. Just above the sll,ro stacks of solid tunber are built np, and these, we learn, are for forming tLbLk which takes m a part of the Mersey for the canal. The piie-driving macirineL ,Z .at wo k and under Its steady "dump dump," the fonn.lations of" the bank Vre b. ing ranid v for ned. The piles are in four rows, aud the breadth of tho bank at the baL w 11 Im 60 feet the sides sloping in till at the top-a height of 20 It was construe ed in the ordinary manner, but differs from .Hher canals by havniff two locks at encli vnHofinn of level sid,^ h ^^ ir. -\ '^"'"^ mize consumption of water. ' "^^ ^"^ "^^^' ^^ ^"""^* I ■ T CANALS IN THE UNITED KINGDOM. 227 The traffic consists J.ri nci pal v o f co ,1 S r ^''^^'''.^'^l^ l^^^^ fl"ousli. cement, and stone, a sc JS ?,.?* i.?;l\. r/''^'"^ ".aterial, vi.: Urick, siderable quantity otlceTirivPrlrV'^^^ ^"'"^*"''' ^'"^ '' «on-' 1,()0(),(M)0 tins anmmlly ^'''^^ *^"' *^« ^'''^^ •' y^^rs exceeds a,.rtKS iJn^^S^r iS^^hl^' '''''"^^^^^ andslaff of officers, irrigatiou is bardly em- reiliS ^ ^'"'^'"''' ' '" ^'^*'^' '" ^'"'« ^:"""tr; GRAND JUNCTION CANAL. l.a..v has power to char^^^ td for ^ t ...l."'^'?' mivigated. This com- im- I'ef ton, but in point of fict fhp t' f? ^^ ;il>o''t 100 miles of IG.9. Gd. a ton over thntseS t, ntsl.nwi T ''''" ""'^^' '^'''^^ ^ t«» of 2s. been effected on r e^.^ctanrstZ '^^^^ ''"'""''*^" ^''^^^ '^''^■'' "o^ strnction. e-xptctcint sources of revenue at the time of con- and Bulbourne, and is "ot^n^cru;^:?^^;!^^^;-^^!-' «ade, THE SURREY CANAL. |rsSi^;^rv^;;r'S^s^- Battersea, which is about 3 n i es fron Lom/^^^^ ^"*^Se, to was not carried out in its entiretv ,m H.. w"'^"''^''' *'"^ '^•'^ P^'in well and Peckha,n, suburbs of Lm'^t,? *''a^?J"^^^ ^^'"""^tes at Camber- the clnss of bar«es'ordinari v ua Wga i. ^W^""' constructed for slieeted for nearly its entire lenrffrnii- If ^ "J*^'^'"^''^' *"'•' iscamp- Th3 traffic consists eath^lv^of Cip^^^ available, wharves a,,(l premises on tl^^M,?is JK ^''^^^^d 'n supplying the ter the company's docks at Rotilerhi the ''"''^ "^'"' ^'''^' ''^''^^' ^^■ <^^^^^Z^Z,^^^:'^:r:^^^^^ ^^ tardistmenes, from the canal is (lerive' P'^^t of this corn- Length of canal Width at snrlace '.""■. miles Width at bottom feet Number of lod>-3 ;;■ do....' Lift of locks Length of locks feet Average load do Maximumdraft of bu.its tons"" Maximum width of bMuis ....!!!!]!"..'.' *'t'oVt>it m ot goods, nor can it be said to be used for irrlRat^.n purposes "''■""*" 1 inclose copy of a report which has been furnisliHl to me bv the cour- tesy ot Mr. (ieorge Oorble, clerk to the Lee Oonservan(Tv and Xh return was originally prepared lor the Enslish Board of Traj;li-water niaik. ' fV.JI'r''.,''''i'"'*'?"'^"''''lr' V tl'o clock are provided with hydraulic and other cranes lor traissi ippins and loadin- coals and otlier floods up to 15 tons wci-ht MitnuL ^. ' A''V'''l^''i 'T^ ^''•'^^' "^' f'"M""'f' of London, is n.os" conveniontly 8 tuate on tlie north bank o tlio river Tiuimes, abonta half-mile below the 81 ad veU eutrauceto the London docks, U miles below London Hridge, and one-third of imlo above the L.mohonse entrance to the West India docks, ami is close to 1 e Ste,' ey station o the London and Blackwall Kail way, which is reached bv trains rm KMichurch street station in 8 minutes; an,t Falmouth, Plvmouth, and HpiTr' l'^"^^V\-'"'^»«i"v« at the dock weekly. Lc.don agents, Messrs. J. D street Leadenhall street, and Messrs. .John Allen & Co., 150 Leadeiihall The jetties in thedock are capable of transshipping and weighing with great rapid- ity and small breakage coal from screw steamers and other vessels into craft for the river I hames and other inland navigations. The Regent's Canal communicates with the Hock and river Ihaines, and is navigable for barges of 100 tons burthen, and passes through Stepney Mile End, Bethnal Green, Hackney, Shoreditch, St. Luke's Islington, St. Pancras, Marylebone, and Paddington, in which last-named parish it communicates with the Grand Junction Canal. * ^ Large warehouse accommodation iind extensive wharf areaforstoringtimber. stone and other goods are provided within the dock premises. I he company are permitted under a sufterance license (class B), received from the * Not considered necessary for publicationu :'.<^^u.i££^^4^»i^b,. m.^-^-^.J^^':tMf^s,i*Ji£mi^i^SeiaKmiilS4<-^^--S^i^ CANALS IN THK UNITED KINGDOM. lioiiornlilo board of ouHtoii 229 triiiiashi|)iii(<)(iii(t Coi to lioiid iiitic.los). ™r;r:;;;,;'--:ii^^,-,,t-.,E,,-.'-;,; SHEFFIELD AND SOUTH YORKSHIRE. Ii£I'OJ{T JSY oomVL FOLSOM, OF SnFFFlELD. niOMOTION OF CANAL TRAFFIC. pai.y, l,i,„i«.,l. Tlie ol>iwt» bi w i, th ^'"■'"l"™ tl»"al Com. ii'c.rF.oration of nA2"" !' v. !'^!.'S.« "" ''^''^ of Parliament for the - - ■•",,.., x.„„io wi w.iier, and works as nv s;^:;^'iio!:;,;::;^t^s ana Lin^o];;;:[.i;.e andTinsIoy (Janal, tl.e l)un NaviSn^ t^^^^^^^ The Sheffield Canal, an.l the Dearne and Dove olinaJ ^^^^'''^^"^ ^^"^l ^^eadby age and construct Jarger locks tlmeoii • ^'^ "*'^I** *''° '^'''^^ f«>»' «t«ai» liaul- tho HillH) from tl.o oxist"in/nav 3iM iVt I. V t '' '•';^*^'' "'^ ^" '"'^''f' «*" «"^«'- «^er Sl..-Hiol,l, whore a largo dock oi^^u /Jit! wh^." " " "^'"' *** ^'''''"" •'**''^'«t «<*«*. constructed ; ° "*^**'" ^ " "" ^^ "ai'veH, cranes, etc. ) is proposed to bo caster, tlio Soutii Yorksiiiro coallield tl o 1 . n V i , ^^'"l"' ''f,'"' ^^'irnsley, and Don- •listricts. coaiiiLKi, tlio Don Valley, aud the adjacent industrial The proposed iinptovenient and enlaroemoni- r.f ^■^,^ wa,. „,.e »U«w„ upou the map wl.LS'ac^S^'lSL^tulrrepS."^ "'"*' TRAFl'IC. tiiL! pru{)ert\- of the Manch«»>*t«ir s^i.offi-j-i --^/%-.— •■'••w- nic^ became co,„pa,„. ..\ue ,„,. iS''X'.f.'r5r:t„tin:'-!:i'VL%'s ft' Sir' if i. 230 CANALS IN THE UNITED KINGDOM. lif IM i; H1 lK»iit8iin.l Lar-tfoH trading betwoon aiM-mol.l and flu- rivtM'Tim.t to a car iym« cainu'it v ot about SO Ions each Tiin use or Kt^.... ..L .. n- povv^r is probibitcd, an.l tl. le.lgti. o^ tir^^ to^ rEw^lIi; fel..nickl and tHl« water averages about a week The locks are sma n!.l ".";r'**"^> "'r' ''':^'" "'«''""^'' into the Trent on C boa liu be passed throuf,'!. a a t .ne, giving a total of only about twenty boats at So Im ;;\'' ^"A'!'^ ""^l^'' unfavorable condition, howcv J,, ot less than 6()(M)00 tons of through tratlic pass the lock at Keadby iu^Le course of The canals beingintho poss.s.iH u of at allway company which reaches the same points between Sh.ftleld and the coast, ther is co senmm it noco,npet.ti(.u in rates or trafiic between the twr AT he m Iw tv amo!;.Tt's'?<>Tlor;?o ^'V^" ''""!"^ ^^ ^^"" *"^«'" «<"'th Yo'tS tin e and (SI f:/^ T^^^ P^' '^^"' '"' ''""^''« <^'«^^ ^'^^^ charge.l by I . /. n- • '1 ' ^^•1"''^ '''''"' ^" *^^"'^1 distance from the West York- Hhire (ollier.es to ( oole. The Aire and Oalder (Jarml is L dmibt out ot the best 1 lustrations in England of successful miaud na ^. a on ad lias, greatly benefited all that part of Yorkshire which ii serves? ' CANAL VS. RAILWAY TlilFFlV. ^^^Vf}T''"\^. S® ^•^^^ct committee of the House of Lords on the Sl.ef .eld Canal bill, its advocate (Mr. I>e,nber, Q. C.), aftei u ev.i, o to of'si^ni'l f/'"S f'^'^'T' ''''''^'^^ ^-orksof Messr;. "am nel '& fco iH-nvy tnulo of SI.Hliel.l at raSs wI.Ll V re * o , nos^i^ll:'^ T '^^ ^/'iP «« of the to tliems<^l vos, li is ouite Dossil.In f l,nt f h, V . !'"**«' '>le to traders and sati.sfactory tnrers also know nrcomliriZontVS.^^^^^^^ perfectly well that they must have rat sS render L • 'h f *.'"'? "''"^ '"?*J^ and to jict them thev ninst Ip.v.. «•.,+„, ♦;,'. leulei their life as traders possib e, solve. Hirn,in.han. isals<. sayintthe sarne thing * ' "'' ^^'^ '''""" '" ^^'' ''■ assol!i^;^^'^KSi^:^.l:;;r;^;;;S;-^--l/^^ '>y Binnin,han. and I hope to be the Severn a..,l the Thames Mane es er l s ^ Hv'""- 1 ''^^ '*'"/'' '^7^'"'' '^«*^^««'^ emphasis. The truth is no ^an. ma„ now hinks .^^es^tah Is.li*., T^ ''"'^ ** '"''^ ''""« of which tlie Drodnet isanvthino- 1 La n L! i ; 1 T**;'^',' '*'""" ** "®^' "Janufactnre center of E nj,lan They an iT lotkinibi? ;lh It is' I*" '.I""'* ^ '^''f •* ^^f-'' '« ^° ^'^'^ ^^^^t fl'«y a railway co^pany.'^f^!^^!!;^ !i^^^^i^e'^l^\S;^S:i^:Sr:^^^ "'*^ ^on .h.cl,^you ---i^«^^n, the t.p of the n.a;.^;X'^a\i^S>^Kf Calder Navigation C rpan^^ £ 50%^ /^^"o.M^ '''''^"^ ''f *^« ^'^« '"'d lately certaiS, I onght t J have saTd "no iJ>re ' S " SSXl }^7^^ ^ ", ^'' ''^''°; happen to know that there are certain persons vl?o fi.T„i; T ^* '•^•'"^! ^'^"anse I dJ^^sV"" ' ""' ""'"" '" "^'"' *' •!■= -"p.™^^^^^^^ high jo'ss spin's " i "ft CANALS IN THE UNITED KINODOM. 231 (»1>,7:U,000). Their uet i'^u-Sl t ;" l/ ;' 2^£^Si^ oio 'S\-n ^'m *""^ of £2,000,000 out of tins income to Hpi-.u! £[W (HK fSU^ g/r^ nnn.? f^.ifV •' "^ *"*' '^ '" '"f«n'l««l total uiiioaKe is Home 8(» in 1*^ Th, ?, t in!' ^. '".rV •"■""I'.''°\«"'""frti"- Their gan was 3 foot G inch..; it is now i f «, t .' ' t;l'l < '^"P'"'»t «» ^vhon thoy be- where (10 foet, if you rmemher stl..lh?if ' "^ "''«^'"K «'tl««. 10 feut every- that they have brouclit fit J .J ' "* " "''"'''. ''" '"^«""» *" «»'"«•«" oum), so «!ifeot wide. We propose to „Sf L.m J ifM ^ they are now215 feet long by 21f. feet. ' °"'* •* ''"'" ^""K*"". D»'»«Iy, a^O feet insteacl of boutH. Then., compun.ment bo it« ro « , .^II, . ^ ^y the name of com,.ttr( .,nt nients InHl.ie then, whh are m.ovable' . d m 1 f?r"'" ""?' ''"^" I'l""'" «»"'l."-'- I am told; ea.h of tlumo carry irSn'-iV^ t'^'P'TMuents thenmelves Lat, wrought iron And just lo? me throw U.lh iVt ft "/ ''"'*,^' ''"'* ^^^ "'« "'»'»« "f will see from ii,o ime tl.aV L i. adi ot"?^, , . i V i ' *H"^ '"?''^"' "« ^'^'^ «««•". »« you yearn npon the AiTand CaUleSavigarion''''^ ^""" ''""' '" "«^ ^°^ *'»' '"«^ '"""'tLn Goole, which iH their port .rZ well s. ""'' . "1« ^''.^''•' compartM.entsat make my own for the m r pose I 1^,1 irmn U^ ^ ^"' ••*"»'' "'"^ by Mr. li,, , tholon.ow i.th Blue Bool of In^ltif , i ^.i*'"" "•"'«• ^^ ^''^^ described syB. .-m of CO,, veviince si 1 n etfec Mr IwV . '^ ' ^^ *'"." """"'.""•'^ on c-inals. This that comn.ittoe/l « bcc L ph ved m. m t Ai^"""'',';'',";" «'^'"« evidence before years; and th... he sav iS.vi'V'":;^!'?."''^^ »''''•'• *'-'^'."^l "^''ont fourteen caKororraimn. oals, and within tlilHcn-o tli.ne is a crad 1, ,. vJl,' .^T ' '"^^ "joinery IS sccnred, and vhen the comn-irtnienf r.« i,,.,.n '^ *!• '^'^'a'" in which the compartment of the Hhooo n turns oTeiSSa^^^^^^^^^^ into the ship; the b it and, aXaro iluM llZl.Tt^ * ' '""i^ '""^^^ *'"^* •"«*n8 after whi.h the ca«c an I b. i Vre lower: 7^^ »o r,.umetlu.iroriginal position, one of the lifting cynn.hrsisT.rcedbu.rin^^^^ ,'". '•'^^^;,'; "K *'"' water ia iiif.' •ynndera,a.Hliuloweri.V rwei:rb^flV« ' '"•""''*'"^- Tbere are two lift. bah . he wat r back a«ai" h\%' the^S^VccitiV^;:';" ""^ ^'"' "^^'^'^^^ ^--» ixow, Tiicreloii • ness; that .s^ho w^; , v dc^ eVe^v -v't.M • . "' ^'W',"'' '" ^''^ ''''y ^° '1« ^usi- position to wliich evlVy w- tP,\v ; t r ^^SV ought to be treated, and that is the Contrast this wf, ?1h ^ ^ U . ? " "n lo r:',"*? '^'^^T' ''"«''^ *" ^« '"""g'' Shcmeld navi.ratioM th.To s , o ^ .o „ t^; „ . ' '^ n"l way action. Upon tl was forn.erlv,S,ecause I (i fd i /an o Id r ■ f 't ''*' i/-" '^"'•,**''1'1«"- although the, tradic was bVonght to a cJ'i'lainVoln;^! d t u^';^.:. ^^. a description of how tho taki iVth n Vto ^; Cr/r do";;'' even .nailer. I am fold tluVt as-ccnVp^lreirwi'tyx go from si" ftl 1 o Mexbor n.4 a «"rs to ''^S:^ Si. ' ^:^^:;^^^^^^^^ ''' "^"" ^'^'''^^ Shefl^ld ^o tl.. H . b''Tt?aTcf / v'cVi 'rf '" '-''^'V^J'-'^t for a boat to get from Humber is, from SI ei . 1 I to KeV, 1 v a, ??""'*'• ?)'*" *^'^^='"ce fro.o Shetll.,ld to the only ati mi es I wil t ere ,,X Iv' \ '^'' ""'^ 'l'"" ^^''"^^'y ^'^ '''« ^en to Hull to ilkborough, ihi JhVs t u net o of'the 'n^iT^ ' H *'"i '^^^'T*' '«/■•""' -" " the contrast? You have M.^'.Kwth/r^ Humber. Now there yo have mechanical arranonnen^s b^ „ S^^^^^ telephones and alT tbe nL' of" " f v f 1 ave^'l^^ist'Z/of ".'l '"•} ^'"'^ ^^« ^^»"'' from 7 10 !» hours a-a st a ko.h.w .t i;,..,. .. r ♦ "'8tai«V of .U miles performei in over, the Shel/iel, C- mn .nrrbo ow, "^ '^'"^^''''t'' ^''^'V^ ^ ''''^^ '"^ '»«r«- More- n by steam ; but that has now «diili:tion against the use of TUe locks, I believe, areonlv .1 f ^^1^1 4-1. .. i- ' . . y s 1 )i 232 CANALS IN THE UNITKD KINGDOM. "--'^••- --- ;-^— -SK f^rnii^'i::' rn^ -^'^; tllO COIIllldlition of no IcS.S tllllll llv.. r.iil.i..., "■■"■' l'"-" " i'^l i;«^^lll. Ill niiiiu Ol tee. tl.e LH...»shir, » V "kn i 1 e NoiS''!'''"""/.*'" ^H ",T''''"° '^'""« ^'""""it- two tbat „mk« up tlu, LMu J.S L liel^nm,^^^^^^^^^ *''!' *"^''""'. '""> ♦!'« other Manchester. Hh.tLui, n L "..fu lire S*":;^^ ^'T ''''"n ^"'^''^•'" "»'' t^" betw,,eii AI.mchoHter and Livern o«"l All Vl.ii^^^^^ U'mnsolvc., who are all trading n.nch hian.o the railway ownerT ail I hL 1 "'''•! f"'" "', """"'''• ^ ''<» "««- «'» thiugH which arim,H o/.t oahrHtaSafinn' M, 'Z"^'' '^'""'/" '!"^^»' f'»' "'''«*'"« «tat« of the unnatural ownershi," "^"K""*'"" that comes of what I will venture to call T ^^'^®'' 1'?'"'"^'. tl»« lepreseiitativo of tlie Manchester SheHiPl.l nn.i mutPt] nt -ll^niit- Aunii'-i'jr Viri V*^ ' ^"^ UlUlcrtilkl llf 18 OBti- CANAL TOLLS. Navigation. ''!:n1iDSv";.;'i*!'Jj^.^^'L""""^«'^'^^^^'«'"'ffi«w Slitftield aud Keatlbv 1^0 f. ]>o Do ; Do Do :;;;;■; Do uo ;; Do ;.; KeiKlliy and Eotheriiani . .'. Do Do Do Do ""• Do ;; Delia by and Koadb v . Kiliib'iist and Keailby lioiind wood aud Kcadby Aldwurk Main Tin«lo,v, Manver'« Main," ElsecaV AVprsboro and Barsloy, and Keadby ^•»'"''«r, Cbesterfield, botwciMi— ■* Stockwith and Worksop Stock witli and Kiveton Park ' block witb and Sfavoloy Stockwith and Ohesterflcld i Stockwith and Stay eley, and Ciiesferiieid '.'. sh.ro^ovo „.,.! Stockwith... Description of traffic. Shireoaks and i Iron (class A) Iron (class H) I'iR and spiejial, fbrt-i). limber aud deals... Giain China clay ',[[ White HAnd ', Kiversand Manure (stable) and ii Iron, nndani;ig<'abKi Wheels and axles Grain White sand ...... Ifivcrsand '.'. Timber and deals ..... Coal ..do ...do "■■■ ...do ■■"■ n imported. iKlit-soil Treutsand ...do ...do do ;:;.;; Potatoes, carrots, turnips^ ninn'solds! Coal . Kate per ion. Centa. 73 07 07 85 86 91 42 .'to 2t 7.) 05 77 30 2* 77 24 27 27 27 36 36 36 30 73 24 07 07 85 86 91 42 :io 7;i or. 77 ;io 2i 77 24 27 27 27 36 36 36 30 73 24 i 233 CANALS IN THE UNITED KINOUOM. T»i,n.iKe cov.,.v..,l ovr, 1 1... (;iu.Hl..rli.;i;i Canul, Htt.n.; pV.'loa «^7. ■.''■.4 T,.... «-'."llJ ToUl tuiiiiiiKu . Hnited Statkh Consulate, tihcffiehl, November ({, 188!). 080,270 Hkn.iamin Folnom, CohhhL IRELAND. JlEl'OItT liT CONSUL KEID, OF DUULIN. INLAND NAVIGATION IN IRELAND. i^::^: '"' '"'"'"^ ^--^mlon enterprise, in Irehuul .re of three partly clonal an"<', all river, (J canal and r v >• 5 . i .' s l^f "^ ' '7/''^' "'■''^' -'' '""^''^ ? tl'«' Newiy, Canal, the Koy tlC , a Crmv^^^^^^^^^^ ^'r"' ""l"r/'^'"^^N tlie GranU will be considtMed s. Ir?f ilv^.^M^^ ^^"-"''» Navi-atiou in the torn,8 of loans onmbri.m'M^^^^^^^ ■special taxes. S.^e ot l/,^se ou i mJV.^ ^"^^ ^'''V'^' ^''''''' ^'^'"'''''il «•• The.e is no co,,si,le v. ie tnilH ' u on^^^^^^^^^^ ^T^ ^""^ '^"'"^ ^•^'"'*"ed. derived therefrom are small ' ^^^ ''''"'''" "«^^' '"'^^ the profits o«?rim;San;;;;dr' "4t::^T^'' ^^^ ^'^^^ Oovemmentand n.aintained Tl. Low^ 4ne t.al'^ ^ rC" I^^Em;^ '^o lullowin, ,i„^1 wnkvs, improved in 1751- flu. vm..'/ ""it's , tlie Mai^ue, all nver, 8 Tyrone, all rim-, 4 m es^ ^ Userc'.n'ir^ 'T^' ^^^ "'''«« 5 ^he ment or eonstruetion of hVse eh me Is ' "^^ '"'''''• . ^'''^^^ ""l>^ove. plished by .lirect grants tL 3 f^^^ T'^ "'"«' ^'''' "''^'^ 'ic<^0'»- local assessment. S 1 tc^rr<^orf^ n.^ ''''^'''^'^ '''•<^"' "mler whose n.anageme are th'ese se^ rii'r ' ^ •'' i''*'' •'^>"""i««ioners, that the total annual rec^e ts iunonnrfo £( '/^^^^ yavioation, show bui^ement for expenses n.r l^^i^^^ ^ 1^^'^^ "^j .^/J "III'"''! e seen tlMii »elr.s„st liniNir O r fl li , ' • ' "".■■' "'"'"' ""■'" " «"«« more and the Ulste,- oSl are tt n inrZT'' Th ''■'""""'" N"viKati„u ierx„;ris;:,,ii;' -•"- "'■ -«-:-"^i;;;rtuet^,zr.i":f^V'f ,•,!■t" I I 254 CANALS IN THE UNITED KINGDOM. to Ism. T he ffS as i^^n .' i^ "^ •''"',''' *''',V»^''^'<' '^ 1>''''"«1 iroru 1845 taiuing. With tlu!exc(M ion o^t li t' '''/'^ ''^ !"'" '""^'^ ^^^" ««'**«"«■ BI.o^vthat the total mmnre^^^^^^ ''^^«f: ^^^^^^ mei.ts are £2,553. A sstatPd SL^v/^^^^ '""* ^'''^' '"^'^' disburse. tee«, repreeentiug th rprope V^^ ".ar.aocd by local trus- several lines. I,, case of Tdpfi ,wt fi ^ «'''^ contiguous to the means of local t xa£ In .■«.« nf 5' ^''? ^'ft^^'-'ce is made up by - by that anu)unt ^T esVstm orma«aS« "f '• 'I? ^''''^ ^'^^'^^'*«" ^« '««« applies to public higlnniys «»auagen.ent is the same as that which THE GRAND OANAL. thence westward to B ,■ irn^wS. \l <''V^^"!""?" ^^'^'*'''-. '»"o int s ' ^f S * ^^f "^''^l^V^ ^^^^'•^'' *« ^70 feet npon this canal'are fie len^ . ^l'^'^ ''^- /^,"^^^'"- ^*^''« ^^^^s lift. Although stea is use son. l,n^ i^'^ '" '"*^^^'' 'V''* '''^^'« ^' ^^^^ the power for moving he b^tJ Th tr rnl/r//'^"^ principally as to (J00,000 tons annually Ti.o i^r.!, ' n ^ ''" *'"''' *""'''^' a'»ounts holders £1 356^ H Vh^^^^^^^^^^^^ ^".?' "ow earns for the share- of the Grand Ca a v. /J^m mu e^^ construction completed in about 180)! T I o we oVih '. S,"* '^'' T'' "»^ ^''^« branches were opened in 18 /( tL!.^?L tlic blannou Kiver and the £2,000,im. A coi si UM'iWelrti n oh ''"'"'' "''^'"'^^' *"' ^"^^^^•» ^^ pants from special or geieralTaxos^ ^^'^^'^ '"'^^'^ "P by has been paileted in 1822. Union after that was es ablisheT it toKl cost If h""' ''T^ ^^'"'" ^"^ thing over £1 'J0(» 0(»0 Fn i ^i -i h> / • , ^^^ "^^ ^'"' ^^'^^'^ "'-^s some- the charter w,y^Seiteda^^^^ . 1 ai»4ilSikMi,^iliii>,fiiMsSiiAf^JI^ I 1 CANALS m THE UNITED KINGDOM. THE BAIJllOW NAVIGA'J'ION. 235 tiii is I hilt, ii„.,.„ \n .,, \.,,,.y li,„i(,,,] IX ii(> III tiut interior of th .'IIIKMIIlf comiiry. ii rniiddl lilt iiiConiicd ||iii,t ii, |,],|, mwof.s|,i|„nrnLslH..i.o(|iu,s Nviiiitin«-. I o.-.tio.^.^ ,i..,t' i'..!;.;r;;!; u:;;r;;:;;';r;ii;:;';;; i-;^;;:'^''''-' '" '"^^ lUKIOATION OANALS. COST AND KXT1;nT. .■n:^n::i";xr';;rt ;;,:;*;;;' ;:^„s'' ^^■'- >^"-" '- •• miles. Tlio total (^osf, <»i tlic ('onstMK-tioii niui iinprovtMiuMit of theses ..|i>,.,m i . , • lows: x:m,:UU tmn, ,., Mti(s €•! 10 ''''"• ""'*^*^ "'» '^"^ ^<»'- Ii.- polo- the lar.,:.",;;:^^;;.*;;;^;.:;::';;,!;^^ soi^SnlS.;';;;:;;:^, i;!,.;;;: ;;; s;;;;;;. i^;;:;; -r — ji-^ r;;,;xr"^ '*"^'-^'"' -'> -•■■•*".« -;.nira"t^^^.3;'i;:f[|;;: mcnts in t^LrdnitcIl Sats! '' t"«<''tso.n many sin.ilann.prove- Unitkd Statks Consui.atk, JhihUn, Septvmlur I'O, ISS!). Alex. J. Khid, Consul. BELFAST. RKi'oiiT ity voysvL iivnr. 1.0M to the woJt I'oLt ^Irolami: '' '^ ^-onfMnous line Iron. luL THK LAGAN CANAL. com c^xpense beino' detn e r^^^^^^^^^^^^^^^^^ nav.oatn.n in Irela,,,!, ti.e by au act of IT^l-J. * "" '•^'^"•' ^^'^S '"'*l «l»ints ...posed 1 t t 1 4 J ■.;^a^"i^i.'4»i-!«"fc4cS^.' '«! .'iMiomif > ii Iriiitriil it ill l<]iij>-. () orMirct' IhmI to tlui nH(Ml for I liei'ci lit) i<^ (^iiiiiiKs il liir^cly soctioMs iiiiinil by iM'-nM.soii. ivo heoii I y H'ood 1) JIH fol- •<>s; jind d Mt!it(vs >C(^ of (ho I of pill). low (Iki f'cct () inciu'H. The tralllc is about InO.OOO tons per aniinin, consistiiii; of coal Indi-m con., miber, slates, b.ieks, elc, and retnrn cargoes .Von. Lo ^ Ne « ol sand lor biiildin^f purposes. ^ i^^ij.ij,!! The company is nianaj-ed by a I'.elfast board of direcjtors, with sec rctary and inaiijiKCM- of works. '''^oifi, witn sec- The (!on.paiiy are not (sirric^rH. Tho lifjhters trading an; owned bv liHeient indivHlnals. VVIie.«.ver the eanal touches railway rs am l)n)ii;4htdown to eanal rates. Kon^rhiy, M,(, ,.(re(!r, in ehe in^^^^^^^ porlatum^onld probably be aboii^ nin. in i. 2n ;;r^:,7^:;{:::;, 'i'llK UI.STKR (;ANAL. The works on this eanal weiv, (lonuneneed by the Ulster Oannl Corn puny n.nb.r an act of IS'j;;. Loans (o the extent of ^I^K (» w Z ,nad" 1».\ (he eominiss.oners of pni.lie works in Ireland. In lK(i5 th ea a was traiisterred to (he eon.inissioners in ,l.scliarf,^e of thedebt M re money was expende.l on the canal, bnt under the comii issi ) lers it S M'cn kep ,11 sn.rh want of repair and want of water that lero U Id he no tralhe. |{^y an actof Parliament, passed in I.SSS, it w s tSlferre o?. !;in "I'J" N'^^'f-'''"'"!' !'«""Pn.ny as a «ift, with .C;j,r>(H» toSs cm <> icpan-s tin. con.paiiy benij,' Dbli^ed (o kee,, it in order for the pull e ehar}.inK <«'«« re^ulalcd by act of I'arliainent ' ' It IS now beiiij.- pnt in order. The canal extends from " Loi.L^h Nea«li" t.) "Lou, I, lOrne." Len;;th, 44 miles, wiM. went- six o4s ;;?^'^;';tii:;M:;;;^.li;r'-^ '' '-' '>' " '"^-^ --^ withama^imLls THE arliament. The canal x owrir(;or^:"'r"r''7r'']\'^ ..)wn oi i.oai Ishind. J;en«(h, 4A miles, w dth 7 locks cid- bio r.f passing- l,« Iters (52 feet by 14 feet"(J inches, wit a m ximun S^ nf 4 leet !) inches. Trallic, about ir,,(M)(. tons p'er annum. (!ANAL V.S. ({AILWAV RATKS. ITn!S'^4t' i^^ l-'^tes are hiffher here than in the « JMf.M ?5tateb. l.anal competition is more eliectiial in reducing rates ! m 1 238 CANAJ.8 IN TriK UNITKI) KINODOM. mZhl ^''" '"''""" ^'"'*^ ""visation dom not dos,, d.niufr tho winter Unitkd Statkh (^onsulatk, livl/hsf, Auyiisf I!), 1889. Samukl G. Jtunv, r ' i ht I fin SCOTLAND. MKfoh'T nv ooxsi'L niinci:, of r.nini. TIIK UNION OANAL. Tho only syshMn of inlju.d Miivi-udOn witl.in tlio limifs of f1.i« nm. The construction of tl.o Union (Janal was undertaken in the veur a onj,^ peruMl «euerally calle.l tlH> KdinluTr^i au. \ las 1 / (V, , ,' ^''' ^<^mS!?T!Z:i':r'r"'''''\.'"'-r"'' ""-in. ii«ir.,",'.i.:; ,,,";' ""'"•"<'l.\. HI ISW, till' I.IJIOII ();lliii Wiis ;imill"iininll'cl Willi n,, completinj; escTOio,! Ilmt ,m„„„,( by «l i,",Vo,„i "' ""'' "' """>'"»•' ■'"<' CANAL.S IN TIIK UNITMI) KIN(il)()^f. 239 tho winter ITHV, Cons III. r fills con- Kiiiitj Iroiu i>l>'iiyh to tJ I • liirf,'o county of tlie year «:mit fnil- and ini\s- .—proved Iio 7 years I'Ntiniated I was not i>vifi;ati(m vn banks, it was for iiial. piiit, and I'ir eiiter- ondition ; t^'brnary an inde- wo cities. success, witli the s in LSOo iiy. Tlie is quite riyinally iiuf,' anil n stocks >ut G per it Edin- 0, is .'iU yater ;J7 3f water 1 iKM-e are eleven locks VJT, feet wide. Depth of water on sill of locks 5 feet, i) in inches. II eij^ht of these, respectively, 05 feet, 76 feet, and SO feet. One tunnel in the neifjhborhood of Falkirk wiXhin a short distance of the western terminus at lock 10 is 0!»0 yurds in leiif-th, 15 feet hiL'h above water level. Width of water line l.'J f.ct, in tunnel. The reservoir which supplies the cinal with wau^- has a (sapacitv of about l»0,('OO,0OO(!ubi(! feet. The boats in us(i are 00 feet from stem to atern, their width 11 feet S incihes, all ,411 tons. Dnriiif; snnie year the total revenue was i:?(;,300 ami total expenditure $1 1,,S10. The tnidic consists entirely in conveyance of coals, stone, bricks, and other minerals, and nninure. Th(^ present owners are merely ioll-takers, not carriers. Other people put on the bi(r{;(^sor boats. The niiiniif>('Mient of this cianal is entirely in the hands of the North British llailroad (Jompiiiiy. TIIK FORTH AND Of.VDK OANAL. ^ The TTnion Canal at its western extremity terminates in the Forth and C'lyde ('anal, an artilliMid navigable line of communi(!ation between tho Firth-of-Forfh and the Firth-of-Olyde. From the I'\)rtli at the port of (;ranf,'e?noutli the navij,'ation into the canal runs about a mile up the river (Jarron from low-water mark in the Firth to liie (irst lock, where there are extensive harbor accommoda- tions. I'assinji southwesterly throii^di (Jrahatnstown and the (jarron Iron Works the canal proceeds to(Jainelon and reaches Lock 10, where it attains an eh'vaticm o!' lUS feet al)ovetiie lev«4 of tide mark at (Jraiif,".!- mouth. At liock Hi is the lar^^e basin called Port Downie, from which the canal sends oil' on its east side the Union (Jana'l navifj^ation toEdin- l)ur},rh, above mentioned. At Windford Lock, near Castleeary, it attain;? its hifjhest elevation, and continues to preserve thesarne onwards past Port Diindas at (ilasf>-ow, on the one hand, to the Junction of tin; Moidc- land Canal and onward on the other till near tin; aii.V, "car the villaj,a> of Howlin,!,' in Dumbartonshire on the road from Dumbarton to Ghisj^ow. The work of excavati(),()• reduced, niak- to be ren.uneiative ^ (oi 3 cents) per mile, but they continued paratively ^reat hc.i,ht of'i;< 5,4 ;^^ ^^ .,^ ' ,f^;;';"V'««^' t'> it Bnndas, where it Cl.viancheH, parish of New Monklaiul Zo^ ! L ? i '•''"> "*'"'' ^^'''''"^N "' the Iron Works, one about urn- of "'u"^^^^^^^^^ h"?'\ ^^ «"'-t«''«^rrie W.>rks, an.l one also ubo , q, ar eV f V , i '^'^'i ^" ^ '"'^l-Wan Iron Iron Works, all in the ])arish o^f Old Monk^;';,t '" '"'^''^ '" ^^'"^^'^'-^^ inhii:iSronfSl?;vr<,c!nS:;;r'^,:i^"^ n>r«ecuri„gto the corporation of the city ad<)pS ]!> l '' .'i'' T"'^" •' ^*" "^'^'- ^he celebrafHl .lames Watt to make s r n . n ' ti ' '"''',"- ^'"P'oye'l the of Parliament for carryinV t tlie dS'.,? H ^''?""*'' '^I'tained an act shares to the sto.-k. ^ ' '''"^"' ''^"^ subscribed a number of The nndertakino- ^^s begun in the vp-h- ivfti i ., continued until about 10 nril ' o /Iw.I ut.'l''^ the operations were of those miles, extending fronrthe b' i L ? TT^' '^^''^' ^''^^ ^''^ are upon the level of tlnT u, per ^u h rtl . V "^ n''^^*"" "' '''"cklnU, the other ,S mih-s, e<)n..,HMicini t th.\ ^ ^''^^' '""' < ''.v'*^ <^"aiial iovel of JX; tWt high' r Ken 1 os Tn-; i ";;' ^•'"*''^''i''/are upon a at that primitive period ^^rLa^^l^yl^^/!:;: S!:^^:;^^ ,^-tmtijmB'VSi-^: -W^ :# CANALS IN THE UNITED KINGDOM. Which tho coals wore lowered down 241 i^i!>trXSi;^r':l?:!:\l---y iu boxes and restarted on the lower concern in t.,oj..arm/'''' ""' ^""■•" ""d Ciydi Oanal beoamo one wayOr;;aT,°ttnr„r„'iSrr'' "^ "■« ^^-^'onian «.„. that company in tLe year 1867 «°" ''"""S """"i '"'o i.o88e»mo„ of THE CALEDONIAN CANAL Li8uiore,dividinirthR..n„n/voVr ..<^^0'»'^rtj, onward to tl.p rip!*. „1- H. Ex. 46-...16"" ""^^ of Iuveruee« and the Highlands" genmaliy^ 242 CANALS IN THE UNITED KINGDOM. m into two nearly equal parts, while it connects the German Ocean and tbe Atlantic at those points. The northeast end of the canal is occupied by about 23 miles of the narrow or upper portion of the Moray Frith ; the southeast end is occu- pied to the extent of 32 miles by the sea-lochs Loch Eil and Loch Linnhe, and the intermediate portion has a total length of GU^ miles, of which 37 J consist of the four natural sheets of water named Loch Doch- lour, Loch Ness, Loch Oich, and Loch Lochy. This intermediate por- tion is the region of the Caledonian Canal, which comprises works at its extremities and 23 miles of dry cutting. One of the principal objects in constructing this canal was to prevent the delay of vessels going through the Peutland Firth and around Cape Wrath during westerly winds. The necessity for constructing the Caledonian Canal was brought under notice ot the British Government during the latter part of last century, and a sHrvey of the line was made by the celebrated James Watt about the year 1773, but from many causes the work was delayed, and Mr. Watt's report was not acted on. Subsequently, however, the project of forming the canal was again pressed on the attention of the government, and in the years 1803 and 1804 a body of parliamentary commissioners caused a resurvey of the line to be made. The sur- veyor in hid report calculated that a uniform depth of 20 feet of water would be required, and locks measuring 170 feet in length by 40 feet wide, and his original estimate of the outlay necessary for such an under- taking was £350,000 ($1,703,275). The work of excavation was not begun till the year 1805. Many causes operated in delaying the work thereafter, among which may be mentioned the rapid rise in wages and in the prices ot many articles dur- ing the periud onwards to the years 1812 and 1813, the advance in many cases being as much as 50, 70, and even 100 per cent., other unforeseen difficulties in the conveyance of materials required in dredging opera- tions, etc. Ultimately the commissioners were led to open the canal in the year 1822, when it was^only partially finished. Numerous accidents resulted from this premature opening, certain portions of the undertaking being failures, the repairing of which was a source of continual expense and frequently caused the navigation to be interrupted. Up to the time of the canal bieiug openel,i:{4.6fi 7= iJ0,»J4B.77 It appears that, bv reason nf h.I a. ,"""." ' ^"* """^ ^ '= *"**' ♦^^•^- ^7 on in many l>art8 oKhe orlgina strtS/''^^ ''"'• ^^"" r«Pif»y going and otherwise improved ■ tf^Lt '"^'^ '""^'' «* it ^'as to be renewed ance the GoverZent of brea BrSri'"' '^ ''*" '^l»P'i«^^tion for aS («24,332.60) as acoutribiSowar?^^^^^^ the sum of So by the commissioners oYu^e CalX f-i^^L '^^^^^ t.^' ^'.^«^^^' >»««'^'e2 Parliament will approve of fiirfhil o. , °'^'' ""^* ^''^tit is hoped thaf Account of vessels mvigating the Caledonian Canal durino Ik . li«88-'89 '"^ ''*' ""^ ^/''ars 1887-'88 and Sailing vessels. N^uiiibtT of passages through canai. Total for year end i 18«9 ^*"'' "^ "= -^P'" 30- 1888 .'!'.'.■■■ Kast to West Sea, W.stto ilastSea. N'uniber of l)asHages oil parts of canal. Jfiinibor of Paw.-;'OB b.v steamers. To'al niiiiibor of passages. Amount of tonnage dues. THE CBINAN CANAL was u'pwTrd's'S^^^^^^^ iSs!^ ^Th,f f f. ^^^f *^«'^ "1>«" ^he work insufficient for carrvine- mittuJ^ 'i .^ amount proved to be onifA of the intersectbn of tlie^f * t J'''^ ^^^"O'npletion/mainly by reason this eanal being deem ^oHatfonal'S?^^^^^^ T' P-tmls,Tnd subsequently by the British Government ufd«"''^%f ''?°^ ^^^^ '"ade tu the extent of about £75,000^$3Ks7 - f ' ^"thonty of Parliament sum the canal was transferred oSS"?: ,/" r^""' *^ «««"'■« this m Scoth^nd, Whose functions ^u,^S:^S!:^:Z^{^^Z -^^l^::^S!^'^:^t^:^:yr'''' •-^"•^ theactofPania. pended under the control am s^tnl; f Pi'ovision that it should be ex the Caledonian C-^mh^hT^^^^^^ ^'^^ commissioners of the Crinan Canal after 0x1^ n ^^0. -^''^"'^ *^^ management of fore remain«.i «uer o:,' ' ,A";""t "^; of said advajice. and it 1,.^ thlZ ci „u.ce Under meu- mauagemeut. ' ^' - nij. m"hf"n \ f m^ ^ ' m m^' k ";i ^ h w

^^"^'« »* ^'^^'^ ">"«« Jan. r.te .e.. .. th. ^^^^^^l^i^^lZ^^^^-^^ po^atio!?" i:;.r^hi;;s^^r J;r^;rL!:,fl"' ?ri^ '^"^^ -«^ ^-- tlieriiore uiated to the sni l«f ^ f'^otluiid to the other, and is that n.„ch of the l!,^;^' torn norTn/Fn"""' ^' '"v^^'- «'«^'»ed Antwerp, etc., Mould ihoofe tS route to ,'"'^^'!' T^'^^'^ Hamburg, boisterous English Channel and the VtUl «fn ""> '^'"" ^^'^^^'^g the seasons via the north of Scotiaml 7,® J^ill stormier route in certain the port of Leith, a dirr sh n Irr , .,r"'' • ^''? *"'"'^'» J^^nsbarden.^%itSaro 'tCS^^^^^^ during 1888 amounted to 660 Sol ton«^ ?L ^'^ /^^ Aberdare branch, sistmg of coal, iron, timber corn fnnr'n^® merchandise handled con t.al.. to the bottom of the^cJn'atstS Zri^f^iZ:: Aj:; P itSr t^'tKtTtS^^^^^^^^ "-.0. >— ' »' tbe ot the silling up which otherw.'se occurs ""^ " P™™""' ■"'«='' str^nS„^rtTirSipr'r?hrs'^„Vt^^ "-' «'- -• the wear and tear of the canal whileTt'.»„ > " " * ^reat saving in strain haulage, if the wallingTs'wdl don\ ^™'"*' fecilitiesV 248 CANAL3 IN THE UNITED KINGDOM. CANAL LOOKS. The sizes of the locks regulate the (limenslons of the barges which can navigate a water way ; but whereas the deepei.ing of a navigation by dredging may generally be effected at a moderate cost, the enlarge- ment of locks, necessitating in most cases their reconstruction, forms a very important item in the expenditure on the improvement of a water ay. Ihe enlargement of the smaller locks for securing uniformitv of gauge, and the lowering of the sills of the wider locks, as well as 'the deepening and widening of the water way to a uniform section through- out, would form an essential portion of any scheme for opening ud through canal routes. *^ EXTENT AND CAPACITY. Lengths — The following table shows the lengths of the canals of Wales not under the control of railway companies and under the con- trol of railway companies : Cauals. CiinRla under 4 miles in length Brecun nnd Abergavenny GlamorguuBliiro nnd AlitTdaro Mounioiitli8hiro KailwAy und Ciiuala. Neath Canal .' SwauseaCaual ■."''" Total. ITot under control of railway companies. Miles. 121 32J "ii" 5Hi Under control of railway companies. Miles. 83 '26 70 By the following table it will be seen that the canal mileage of En<'. land, Scotland, and Wales amounts to 2,641 miles, the Welsh canals measuring 128 miles: Canals. Canals in England Cannlsin Scotland Cauals i n ' Valca . . , Total Not under control of railway companies. Miles. ],260i 84i 58i 1,403 TTndor control of railway companies. Miles. 1, 0621 106 70 1. ADVANTAGES OP CANAL CAKEIAaE. Canal carriage is not only superior in the item of cheapness, but it also has the following advantages : (1) It admits of any class of goods being carried in the manner and at the speed which proves to be most economical and suitable for it, without the slightest interference with any other class. (2) The landing or shipment of cargo is not necessarily confined to certain fixed stations as is the case on railways ; but boats can stop any- where on their journey to load and unload. (3) The boat itself often serves as a warehouse in which an owner may keep his cargo till sold. y CANALS IN THE UNITED KINGDOM. MiU». 33 '20 "xh 70 Milet. 1, 062J 106 70 l,238f 249 railway truck weighs nearly -is mn.ho if "/ I'^lway. The ordinary loO feet long by 20 feefc hrnari j.. „ ^"^'^^,»*e properly des gned. A \ook single boat« of 300 tons burd^. ?°^/ ''''"' ^ ^'"^^^"^ «f « feet wiU pass ;ictual operation which Lnb^erat'ed In T ^' ?^^*^°«^ and aK Jour, the caj ibility of k siuirle ]nXZw^ 11 ,^ 'o^kfuls of 300 tons per 24^72,000 tons p.-day oTolr 25^ OOo/'" ^^ **'« ^''^^^^f lOxloOx traflac required ti be ai^om^nocLtSliJwr^. n''f P«r«°""n>. If a larger «P;,f, at which the locks werTworked "'"^ ^^ increasing the thlt'°eS;fTet^,*^^:he'rri: n^oMSleT^ ^f^^'«' ^^^ ^^ed by STn^^K^ expensiye appVraSs or es abl!s£.5'". 'maintaining an enor^ would, be carried on by senarate ,tSn? T."^' ^« »" that can, and avoiding a 'f geexpeSi ffifn thfS'o^^^ capital, 'tluls nance of rolling stock. '^'^ ^^^*' ^"^1 subsequent mainte- m order to reap the fullest adv«nto,? i» canal transportation. But necessary, just as it is n an undeSlnl '"•'**."" ?"'^''^^^' '^ ^^ill be most perfect instrument possiC/ i»,\ o ^!' """^ """'^ to construct the carefully ai.d wisely managed afiSrwarS'' '" '"''' '^'' '^'^' '' ^« '"««' CANAX REQUIREMENTS Jhe f„„„wi„, are among tbe points re,„i.i„g attention i„ eana. ™. 1. Improvement in construction. 3 rm,^rT*'^" of administration. 3. Controlling supervision. tioVto sTel^^l^Ss'*"'"^^^^^^ ^*' --'« -°d locks, and their adapta- or industrial center. A,lmin?stratioZS ?n T""^ i^^Portant market and cooperation on the nart of tt^ ? ^"* *^ ^•^ exercised by concert tariffs, dues, etc., ought to be rp^n?. "?,^^'^'"^°* °^" «^"als. The toHs ard, and oug'ht n^t to^>e flxe^lbyi^Stt^^^^ 'T' ?-^^"'^^ ^"^^ ^^ «tan^ the particular companies and tL amon , f,f '"''''r ? "^ ^« *^^« influence of .*"''• . -^"'^ «*'sn«ig canal system in th,^ rj 1 J t^" ' "'^ P*''^sua(iec inasmuch as it is divided into so manv L^Tm ^'^ Kingdom is faulty, S^SiSS^- -« --' -^of^^i^^pSX^^ ai r^S S^r^^i:^^- Sfc^^^^^^' ^^ ^^^^^^-ic age power, with a uniformity of tolls * ^^^ ^°^^'' ^^^^ ^^aul- CANAL vs. RAILWAY TRAFFIC, Canals are advantao-enne .i7wi ^4- wharf-to.wharf traffic C raw ml tSn:''"iT^ '''\'^' ^'' ^''^''^^''^f? ance of goods where saving of SC is, ^^^f^^^^^^^^ «"'» 'or the conve^^ products as buildin- stone cSa!tt.!!^.S*'!.*V^«r«!""Portance. Such ' i-uaik, ...„„,, ^.-icks, urain pipes, timber, ' f'SSSSSSfSS -«mi l ua«l |Pf, and contains ^hoxxt 2,mm^ acrS 255 256 IRRIGATIOIJ IN AFRICA — EGYPT. by canals. A ti^.^gf of^^it 'able S.H iS,,?;? "".'"I' '^r»'""«' fectUi,,„l,e,ai,,y™ti,eI?.vrf„,-,,rJr ?,'''•' '"'"' »' Assouan is 308 ACCOrdincr to rhft n^nana rwf 1UQO j-u- i, , , Arf.nrrlinrrT^ f ^ '"^"^^ 'ti'uve me mediterranean. Egypt mated to be%zxT:z:'e7fTe:::^ aunof n^' ^^^ f ^«*'- Upper Egypt and '0.079 u'cU^rd^y IT^f^'^Sl Iht P?^^^^^,?^^ inches as the evaporation for 1 veir in TlLit^ f ' this giving 71.9 the evaporation fir 1 yZ% ij::^^?,^ ^''''' ^"^* '' ^"^'^^^ ^« mountains of l^yssIS Prom tS nn^n^ .*^?k''^.?T «^ *^« "^^thern tance of about 1,687 nifes the Nil r! ^ • ^ ^'^ *^® Mediterranean, a dis- The bed of the Ni e s : trlS T^'T "^ "^^^^^ *"^°^ ^^^''^r sources, brought dol for so ma„v years Son'^.H ' '''f ^ "^ '""^ ^'^^^^ ^^ ^^^ quite straight, at otherf however T?f'^ ^ '^^^ £Kiireai;;£^ shSv'cufb^t'raS'sh^arofs'd^'J^" T^^^ it runs between into Various elm nel^ Its level It^.^^^^^ •"";'' ^"^J« ^^^^^ ^"^i^^^d 32 feet 10 inches below the surface of fh«r-/' *'^'".^^ ^"'^ ^ "'«^«« *« 16 feet 5 inches to IQW^ ^ IS i , ^, *^® ^^'^ "®*^ Assouan, and from After inid water the H^^^^^^ f- Point of 'the Delta" from a third of a lui i to U mile. S J *^ '^^ bauks, varying in width by islands sonieti,rssevemlSs^ even separated into branches where its width is re.lucecUo a Z^^^^ Iti« narrowest opposite Cairo, during a pr,.n> r.«e :".!:!::, i-_-',,'*^^ "'®^- ^^^ high water, especiallv ^ „-.„. r...(, ., „„„,,. ^^..^.j, the entile valley were the land not \ -'?K)mu-:^m^!.; r-jr^^irsj 18 an ^ IRRIGATION IN AFBICA— EGYPT. 257 f^^"^^^^^^^ ban.« Of the river, same irregularities as the main stream *' ^^""^ ""^'^ «*««»» the conSelZnc^eS^l^:^'^^^^^^ «* ^^e end of June and ter falls rapidly at firsthand therlwlfuSf^Voii^^'^^n^^^ *^« ^^« phenomenon is reproduced ever/vrr w?th Ima ?" • "I^"^ J"»«- This of low water and flood and in tifn h„ } ^^^^ variation n the levels %ypt there is no ?eSon to fear JhoT^^^^^ minimum la or freshets, which cause so m'lcu^i'a'^^^^e^^^^^ unforeseen flooJs The regularity of this annual rise Ts due fnfh?? !1? America, fed slowly by periodical tropici Ss and fLf ff • "^t^^^ '» the accidental rains which occurin nJhar «^ ,■ '* ^^n^^^ disturbed by ml hikes begin to senHhe Sow Xp??1T''. ^?^ ^'^^^ ^^^^^o. the Bahr el Gebel in April? Se rain, ?h-^^^^ *^ *^^ ^'"'^ through two other great rivers, Sobat and bZ 'l rLi'n'' northward and flU "«« produced by the Bahr el Gebel ^^''^^^'' ^^^^'' '^^^P "P the aglin^^ar^the'^^d ori^LTl^l^l'^^ >-ning of April and the river until SeptemC^" T^e torCfn" fn^'l""""^ ^"^ «"«t^'°« June, about 40 days after the rise afpr?!?/ ^"^ ^m"^'^ ^^ Assouan in the Atbara, which brinrdoVn ?he mu^ST* • ^ ^'"' ^"^ ^"^ only reach their maximum Tn Tug^sf aXh,^« Sl^-"*'^ f f ^^'«"^"i^' September. The creat swamn^pi^n^ ii. "® ^"^^^ at Assouan in the valleys and rivines beK ihaftonm ?.? • ^^ '^' ^^*^« ^"« ^"^ and prevent a sadden influx of^watfJ a « ^f *^ ' • ^ Y-^-^^ ^« regulators ^ss great every year in the rise of ?h« Ifh^^'^;' a difference more or White Nile, there are vartt'ons whic^^^^^^^^ \t ^/rr ""j^^' ^"^ *^« flood water more or less diffinnif &t a render the utilization of the ginning of Egypt-the ifmUri^'thit wtShT--*^^* ^' ?« '^^^ the be occur are as follows • ^^'^"^ *^^«^ ^^^"al changes can Oc^bt f ' "^"'^""^^ ^^^^ '« "«^rly always between August 15 and Second. During the 10 years from 1872 in is«i ^i. i , est water varied between 276 feet 5 inches ?o2lV?«\^T-^ ^f ^^^ ^«^- the Mediterranean, eivinff an «vfra.«i • f- ^^ /®®* ^ '^ches above feet 10 inches. ' ^ ^ ^"^ *'''^'®'"® variation of lowest water of 8 aoJf^e? UiSraVdlol^ret U ^-^^« ^--^ between 9 feet one-half inch. * ^' showing an extreme difference of lomeTer^on^Kann^^^^^^^^ the rise by the ni- .^t .own by ^^^^^^::^^^-^ ^£^^S inlll '^T^^^l^TZZ::^!^^^^^^^^ Egypt trb^eSLroTrfl^o^od^^^^^^^^^^ to Assouan, it was Possible to & « ^^5-?°^ *^ ^^ f^^"» Khartoum readiness. At pTesentS fir«f n?^^.*^? '^'''^^ and canals in perfect treme southern Cntk" ^ ''''^'°'*'' '« ^^ ^^^^ ^^1^^, on the ex- lisSifthetsrcenfur/of^hl HetrTf ^ ^^'^ ^^^-' -« -^ab- column nh,n^^ ^p „ u "^"^ ^^..^^ne Hogira, and consists of an nn<.Qrr«»„v is of masonry aI th^^^U^^ '"'il^^''' f ^ ^«"' ^^e bottom of wliich 258 IRRIGATION IN AFRICA — EGYPT. was carefully studied by the French expedition, and on several occa- 810U8 since tbo Nvel has been pumped dry and he various nmrks for measurement on f he column and on the sides of the well have been careiuUy noted. I'he i^ero of the scale is at the height of 28 feet GA inches above the mean altitude of the surface of the water of the Med * When the water has risen to the sixteenth ell mark (which is reallv the seventeenth because the first ell is not marked) the too/a is pro claimed, tbat is, the rise necessary to irrigate the whole country Tv ar old custom, which has been observed by public measures from father > son since the ninth century of the Hegint, from this pofnt uTitd the ,1 of the twenty-second pic the old measurement is not used, but onlv ( 'f ot It, t. c, 0.27 metre (10.6,i8 inches); from the beginning of the ^^enty-third pic onward the old pic of 0.5i04 (21.29 inches) fs again The niloraeter at Assouan was established in 1870, and the invari- abe measurement of the pic of 0.54 metre is used. Mahmoud Pasha Falaki carefully measured the antique nilometers on the island of Ele puant.ne, and in the eastern corridor of the teu.ple at Edfou, and found the pioor ell marked on them both to be exactly 0.53, and not 525 as had been previously supposed. With the assistance of Mr. Brugsch he also carefully measured those parts of the Temple of Edfou thrme-ir urements of which were given in the old textsVandlound^he Sc or ^^^''^^^r^^ment to be exactly the same, 0.53 metres. ^ Mr. WiUcocks says : The following observations abont the course of the Nile are interesfina- t aVo «b.Mc6 of rum, and the chaunel ooiiuwlioB tlUs UkewUhtie^"i,t^M,l.MS}j^i^ the Bonth of it wa. not navigable. The Wliite Nile I™, I .iS 5ii „,^ K%J? impts'!SK'';r ii " """ ''°""'"' '» •»"'» '""» •"• "» '■' .tean.e,rb:!f atotSfe ti S'5Mr-- tSa^"^rt'.^^ rr?;e/J:rat.^ur„ra'c7vrrSnt,tii;re^^^^^^^^^ o«:;ssKi;rs;",-;--s^i^£^3»Bx9^ The catchment basin of the Sobat is about 57 915 nnnnro, milAo Tf= , * WhTt« n1? wk\T^;''* 'l?^? *'■''"' Abyssinia by the Blue Nile. The waters of the Eb'our™ "'" "^' """ """ """ '"■""'if""? «tor,Uk.e tlios^ofthoBlaoNUeorth; 1 rjKs-^awiJSiScr-EFW iVairarfTaifrii??;^* tt^ ^^ -v^ er.al occiv marks for have been }8 feet G^ the Medi- oineter is » is really 'u is pro- utry. By om father until the , but only Qg of the Is agaia le invari- ud Pasha id of Ele- md found ; 0.525, as rugsch he the meas- ihe pic or ug. Lake than Lake IbraUimia Murchisoa lar to that ;he stifling be that the a. complete 38 lying to at3,187i to which, absolutely 3lle River, egetation. a natural e., during surred the lough the 1.8 a feeble i from the lal to that 'ing up of 8 at Cairo raters are ch causes North of and sup- •ich dark- irs of the I junction d. Fro;n perpetual ile or the IRRIGATION IN AFRICA — EGYPT. winter and sn.nmer but iVrin^ flood i / (V ^^'\l^'}^ i« con.paratively clear dnrin^r it is of a deep redd'^l.towV/c^olor" tavii y'Zr^^/w^^ ''^T ^° '^' 4'' "'" O^t^ber: B^r.^:'^!^^^^^^^^^ «*■ *^« ^»e at iSZ'd at the Locality. Channel. Cairo Do... Bo... Barrages . Bo ... Main Nile ...do Season. Discharge in cubic feet per 24 hours. Maximum, Miniiiiuni, ^V'""""- 2,180,840,000 do " w? ? 36,450,240,000 Rosetiibmnch-.::: -ffi^' 19'^^^'Z'i'nT Da,nietubrauoh....!...X;::::::::l«;«^^%«to;?Sg 883, 000, 000 10, 42;t, 8«0, 000 3, 1 78, 800, 000 9, rae, 4oo, ooo 5, 298, 000, 000 Mean. 1, 200, 880, 000 24,017,600,000 4. 591, 00(1, 000 18,421,600,000 8, 476, 800, 000 been estim-Wpfi hi/ .li^v; * ^® mean annual discharge has 3f8T4,5toW0O c^ul^tr' ^'^'^"^ '''^^^" 3,284,7GO,000:0(fo and tha t'rtlsllEu^ to'^drfw^anv^'actr^i'^ "^T -^^^"^^ ^ considerably analysis made in Paris in^ST^^ accurate conclusion from them. The niadrbv^hf French savants aM'^^^^^^ ^ *^^' made by Dr. Leth by ZuThf ll^l^TlZ^ ^fr -'^^T.''!'^- ^l^at he unfortunately experimentPd m.^v.. ^?'f-^^ '» still difierent, but high Nile, whieh^ S n?tTs ric^as usuT^ TKn'i'"^'!, ^^ ^ ^^^^ Mr. Willcocks says, on whether-- analysis depends, as I'w^rotarrtLXS^^^^^ a high or river. Nile mud, however alwi vs rnn+fiJ^ I " ^^^^^ '« °«ar to or far from the and magnesia, oiides Til-o'n'Tnd cTrtn'di8"£STr"°\°'''«^'^«°«*««^^^^^^^ organic matter, and a considerable amonr,f'»f t^i ^ ^?^ existence of decomposed plateau of Abyssinia, where Lake lCnTea^toT?^t^^ thevoS? hke an ancient crater, that Egypt owe^th^mainn«^f'^^•?''■'?^*^^ ^'»« Nile, looks the great swamp regions of the WhiTe Nile it s h.debfP.ff^^r''^ '^^^'^^'^' '''^'^^ *<> to the basm of the Sobat River, probabirfor /ts Hnf« n ? '*'' Z^^''''' °"»**er, and ■ uents form a so. difficult to su^pLs by ^'"^^l^^i^^^^S:^^:^ through the layers^f all^imn down to^t^^^^^^^^^^ ^^'T '^'^ ^»'^' ent rely different from that Xh^Nne nlull ini n^*!"""' V^-^ ^^^^^ '» IS shown by the whitish f iflorLcen^p .^ui 1. ^^?^^«"y brackish. This salt, which render cultivSon ?m%1^ibl ? ««"'«^""«« ^^ real deposits of I^il^^l^^^dsarel^^^ anVfS£''^A"mS^NlloL''wtVtL"t^^^^ is when argillaceous mattS 7s pTomfnS. " ""''*'"^ '^'^ ''''''' °^«^"'' ' aTmaioNuS 260 IBKIGATION IN APBICA— EGYPT. e^ilsrc^n^^L'Vao^^^^^^^^^^ -o^pamed by salt needs very careful drainaire ami ?rinl„fi^il;!^^^^^^^ m^excess, and the land . ^x^.v^n <* xu-iuuii conionr salt is ever needs very careful drainage and frequent washings has practically still to be reclaimed. *^««"'"g8- Ueiow a 5-foot contour the land Hence the Statement of Sir Colin Scott MonfHftff fbaf «+»,^rk^i^ needs rather to be drained than to be krigated." ^^ ^^*^* SYSTEMS OP IRRIGATION. f'rom the earliest times two different systems of imVafinn ho.rr^ Kn«« practiced in Egypt; the basin snbmersioTor innSroXs^em anS ttt ^^^Tl? ™''?°^ ""^ ^'^'S'^^^«" by ™ea'^« of canals a/ddUches But up to the early years of this century the latter was the excenHon* and the basin system was the usual and common method SeS Ah began to suppress the basins in the Delta and d"g canals so a« to let on the fields the water of the Nile when low, "n ordl S ra' se sorin? Sjir^T «^?P«'^°d this example was follUeriy hVsTcceS chiefly with a view to the cultivation of cotton THa Vbl-iltff r ^i' partly introduced the ditch systemTnto Upper eI^p' ^otlt STi prasent time nundation basins cover less ti an a tS' of the cuUivat ble land in the country. But, as the ITile at low wSer has little In«* pended fort, hzing matter, competent hydraulic eSueer« claim that ft Kr"Y *"* t'^^«o"°try demands a return to the Sn system i^ the Delta under restrictions and regulations. system m THE BASIN OR FLOOD SYSTEM. ^ The basin system of submersion could not be applied to all rivers Tf IS successful on the Nile, because the alluvium brought downTafwavs gradually raising its bed, and causes a gradual slope from th«LnLT the desert hills. Its essential elements here are- ' *"* I ^IK *"r "^°"^ *^^ ^^^^ of ^^^ Nile high enough to oroffiot thA and from direct inundation during the flood.^ This d?ke sefvTslo ra* se the waters m the basin to a level higher than that of the riZ- at thA thfm. '"""^^ ^^""^^ *^ ^" ^^^ b^«^"«' ^"d ^"other below to empty By^te7B''^ThJ'^nt/Zf'T.^^^^ ^"^* «f<^«° connect with other SnaM«;« ihe entrance of the Nile water into the canal and from the T^A ilTn hitj ^f '? ?f roijulated by gates protected by strong masonry The plan hitherto followed has been to let the water into thefirst ha Jn' tZ n'lin '' ^^' ^^i'*^'^ ^ ^"^^^^•^'^^ height, to opei the re^^^^^ the next basin, and so on. From the last basin the water is returned to the river. In case of a sudden flush it is sometimes necmary iu add? ^on o opening the gates, to make temporary breaches in the Nile dike which have to be repaired before the next rise of the river ' baVint *^^^f J''^"<^a8,« of this way of working the basins is, that the upper basins get an undue share of the fertilizing mud suspended in thA water. There was a striking example of thil S ISsT S Lshi o? Kosheisha, in the province of Beni-Souef, had usually received its water after the mud had been well exhausted in basins above it and the cron« rtZC^t"^ T?^ '^ '^^' ^^« ^"« dike broke whenCrverw^^^ at Its height, and the red tvater (the most fertilizing kind) covered the banks to otect the JS to raise er at the > prevent from the to empty ith other from the nasonry. st basin, lators of urned to in addi- lie dike, le upper 1 in the basin of ts water he crops ver was ired the lURIGATlON IN AFRICA. — EGYPT. 261 dispatch No. 30, dated December 4, 1889 ' ""^''^^'^ '" ™^ remaia on the iLi for sixty or Lve^tfda ■ °fp„srtWe" '""*' """""^ proSerly responsible fo^it ''°' ^"^ *^^ Government can be a ^e"rv S S ''tI^' ^^'f '^'^""^ '« ^^^^ it prevents damage from "ftm 262 IRRIGATION IN AFRICA — EGYPT. CANAL IRRIGATION. The canal irrigation system, although it exists to some extent In Upper Egypt, especially through the Ibrahimieh Caual ami the I^^^^^^ Yussef, 18 chierty confined to the Delta. Even the I>elta u. fn th« ea^ y part of this century had the basin system also, bi^tilthemetAi see ng the great advantages which would accruefrom the cultivrion of cotton and other crops during summer, dug what ar^cX summer lo^.t"t '%^r^ "i"^ '^r' ^'^ ^"'^ ^y ^"^ ^^'«'" «f the Nile even at its limS m^chinTry" '' ''""^^ ""^' '^ ^^'«^^ '' *^« "«'^>« ^^ I>«"'P« ^^d The basins existing up to that time had been filled not oulv bv the two branches of the Nile and some secondary arms, but brbroad cSmIs These were utilized and made deeper in order to bring the low water" being m some cases 27 feet 10.9 inches below the surfa^ of thelTl but Iwrr/l'"? 1^^ '^'" ^f'V' ^«'->' P"^^""?, Uecauseras iH pper' EgjVpt, the land slopes gradually from the river to the desert: so in the Del a It slopes both from the banks of rivers and from the banks if the canals towards the interior of the country or what might be called H.a rhttscdbeT: "' ' """'" '' independent syVten^s^hich'may lie (I) A feeding canal, coming from the Nile, divided into several mill ^^^::;j::^!i^:^^ *^^^-^ ofWchief bran:s:^ih'^;L^ to^bi 'ereveSurg l^rwill'^^" ''^ ^'"'^^"^^« «"«^«^^^^^^ ^-P Jfl^%Z!!'''''''^r^-''^'^^^^ "''*, ^"^ ^*«P' ^'"«h receive only the flood Snals. beginning to disappear and to be replaced by deep Flood panals are now made parallel to the main summer ones the latter not being tilled in flood, to avoid silt. »"'"rat'r ones, tue (4) A draining canal, which is proi)erly the lower termination of the feeding canal, ending in the lakes and swamps in the north of the Delta Generally It recc ves the overflow of the feeding canal, for the drainage of the, lands has been greatly neglected and must be mproved befo?e such lands can produce to their full value. These canals have gener ally slopes of from 0.21 to 0.26 inch per mile. ^ WATEIi LIFTING. r„.^.V^?°^'^ fv.*''xT-r® 9^ flood that it is possible to irrigate land di- rectly from the Nile without resorting to water-lifting appliances. These are tor the most part rude and simple, especially in Upper Egvpt. When the lift is less than 40 inches and 'where, owing to the fluctu- ating supply, flush flood is frequent, the usual apparatuses the "nattal " This IS a closely wo ve.i palm- leaf basket with two ropes at each sid^, nun nf.f?'^ '"''" Standing on the water's edge or sometimes half seated o a platform on the lower bank. They swing this in s.ich a way as to fill It w th water and throw it into the mouth of a small ditch, which carries It over the fields. By this process two men can raise tVom 140 to 17o cubic feet of water per hour. This has the advantage of beins easy, inexpensive, and applicable anywhere in proper condiMons. When It IS necessary to raise the water more than 40 inches this becomes fatiguing, and the "shadoof" is resorted to. This is per! haps one ot the oldest methods of raising water, being found not only iu ixrmiii and mrougnout Asia, but even in America, where it is called IRRIGATION IN AFRICA — EaVPT. 263 the old well-sweep of New England. The bucket, or In this case the oasket, 18 attached to a pole, the lower or farther end of which is heavily weighted by clay. The machinery rests on a mud platform built in the bank, for the i't dries very solidly^"" '' '"^ ^^"'"' ^''^'^ '^ *"''"' ^"'^ ^■^™' "'*« ^'''^l* The water is taken not only from the Nile itself, but from a small well or basin dug into the bank into which the Nile water flows. It is often necessary to have two three, and even feni' stories of » sliadoofs," one above the other, though not directly so, for the water thrown up bv the first empties into a little ditch which leads to the second basin. From i«r^; \S2^^''l? into a third and then into the canal, irrigating the fields. While the apparatus is very cheap the work is slow. A man averages only about 10 baskets or 22 gallons a minnte, that is 211 90 cubic feet per hour. The relays of men are changed every 2 hours. It 18 estimated that when the bank is su fticiently low to allow of « shadoofs » two men will water an acre and a quarter per day. Numerous inter- esting observations were made as regards "shadoofs" by the French expedition under Bonaparte, and it was estimated that the work done by one man with the "shadoof" was on an average 330 kilogram! metres a minute, while the dynamic action of a man of ordinary force working with a cord and pulley, by which he raises a bucket full and lets It down emptied is only 213 kilogram metres. th« u?l!lf f ''"^if '^.^ °^ ^'f^*^^]^ *'Z V-'^'^'^'"^ ^'^ter the most common is the "sakieh"or Persian wheel. This consists simply of a vertical whee, carrying an endless chain of small earthen pots placed at about a foot from each other, which descends into a rude well on the bank of the Nile, thus bringmg up the water and pouring it out into a trouffh ^fl'hLr'^ a canal. This vertical wheel isturned by another hS tal wheel applied to It by a rude system of uneven cogs, itself turned by a cow or a buffalo harnessed to the end of a long liver. The "sa- ^^^f f^ffv.'- '"^*?°?'' "'"^'^i" '"^"' "^ ^^'^ ™i^'"« of fields, where such ex- ist, and their existence is known at a long distance by the ffroaninsr 15^3 luC^rs . Lr '"' »-"' ™"""^"» '' '« ---"to - fi.^ u*'*'''?-"f»u*!v®''''-f'"''"^°*^^^*^® French expedition, each jar of the "sakieh" holding 1.41 quarts and weighing 2.2046 pounds the amount of water delivered by the " sakieh " would varyS 925 to 1,200 gallons of water an hour, according to the height of deliverv sometimes as much as 36 feet; but its delivery is verv uncertain both on account of the coarseness of the mechanisnf and thl he ght at S the water 18 delivered. A good horseworking a " sakieh " at a Lei-ht of 10 metres (32f feet) produced only 718 kilSgrammetres per minute 7^1^teSSTA^ai^l''''''''l'' ''orseharness'edtothe ma^chin™ i° es! timated at 2,430 kilogram metres per minute. Therefore, although the wn?pr'n ^' ''"7 ^"e^pensive it is uneconomical as a means of r^Mng water, and can be used only on account of cheapness of labor. In thf districts of the Delta between the branches of Damietta and Eosetta the land IS estimated at 1,236,500 acres, and there are 12,^^'^ ehs « which would give about 28,«»00 for the whole of the Delta '""''^^^' In the northern part of the Delta, where the water is "to be raised more than 10 feet, wheels called " taboots," are used, which are deep let it out thro^gli'sYde^openings;^"^ '"^ ^^" "^ '^^ ^^^^^ ^^'^^^'^^^ u 'tr 264 IRRIGATION IN APUICA — EGYPT. In the Fayoum, where some of the canals have considerable slope, thus making a fall, it has been found possible to use somethiuff in the nature of an ordinary undershot water-wheel carrying earthen iars attached to its periphery. It is curious that althongh either the north or the south wind blows almost constantly in Egypt windmills are not used as a means of pump- ing water, it being thought that the velocity is insufficient. On the contrary, steam pumps have been introduced in various places. The engines are generally portable and the pumps are centrifugal, owing to their great convenience and power to resist wear and tear. Xhey are generally S-horse power engines and their fuel is ordinarily coal, which has to be imported, though cotton stalks are sometimes used, while in Upper Egypt, where coal is too dear, wheat straw and bean straw are used as fuel. A discharge of 16,953 cubic feet per nomi- nal horse power per 12 hours is the mean in Egypt. This is very small, but many of the engines are completely buried under water dur- ing every flood, while the pumps are very badly treated and scarcely ever repaired, except when almost too late. It Is a wonder that thev have not long ago yielded to the competition of the cheaper "sakieh » The number of such portable engines and pumps throughout the coun- try 18 estimated by Mr. Willcocks at 2,200, without counting abofit 400 fixed pumps tolerably well looked after and in good order. The regulations for the installation of pumps worked by steam or waterfalls are very rigid, as also are the rules for cutting dikes for letting water into one's fields. But these regulations have apparently been made to be disobeyed, and very few of the steam pumps of the country have been put up with the proper authorization of the Gov- ernment. O V.UV EXISTING IRRIGATION WORKS. {1) The Nile dt*;e«— The Nile throughout its whole course is kept in by dikes high enough to stand the greatest floods. These have been made out ot the alluvium, and therefore have f» ditch or canal running alongside of them from which the earth was taken. Their distance from the river is variable, and therefore there sometimes are very large tracts of cultivable land between them and the river. It is difficult now to understand the local reasons which may have caused the dikes to be built m this way, but we must believe that they followed what was the greater bed oi the Nile many centuries back. The type of the dike is neariy always the same. The crest is about Id feet wide at the top, the height about 3J feet above the highest flood, and the profile 1 foot high and 3 feet wide. Permissions are given to make cuttings in the dikes for watering certain lands, and although this might be considered hazardous it is seldom that any real danger arises from it, as the attention of the population is always called to these points. The danger of the dikes generally comes from the current which strikes them at an angle, or from whiripools and backwater. It was formerly the custom to strengthen tho dikes during theinun- dation at the threatened points by throwing in heaps of stones; but in this way much material was wasted without great result. At present small spurs or jetties of stone are built out above the menaced points and the portion below is filled in to some extent with branches and logs and other matter, so as to provoke the deposit of alluvium, and thus a greater fixedness has been given to the bed. It is estimated that about 3,532,000 cubic feet of stone are used an- nually for protecting the bed of the Nile. ^^.^r. I W I I» i iM>. «. taM i w» . « .^ .i.'ife.^. ble slope, iug in the then jars ind blows of pump- On the J. atrifugal, and tear. >rdinarily ometinies traw and per nomi- » is very ater dur- scarcely hat they ' sakieh." the coun- bboot 400 steam or iikes for patently )8 of the the Gov- i kept in ave been running distance 3ry large cult now sea to be was the is about ist flood, given to tl though danger 1 to these current iter. heinun- ; but in present i points irud logs 1 thus a w iSed an- RRIGATION IN EGYf REFERENCE. — Cninih, Waiir ninirm's. BASIN SYSTEM OF UPPE SOHAO TO SIOUT. (From Barols. ) /tikis. <* Ili'nirritirH. ^RIGATION IN EGYPT. ^STEM OF UPPER EGYPT. SOHAG TO SIOUT. (From Barols.) DESERT, %tiw;'//i;ffejp,i;. .j^i" '""'\. otnDtuh: )^Pra^ v£em Sn « j4ho uHgV} '% r«?^i^ m \U!li ^^■> .■ .^*. i"i 11,,/, R -4 ^ I F Scct.7e T^'nu'jTi J =1= 'O Kilotttetres. ^^< *fr T REFERENCE. ~~ < 'mulls, Wdti-r f'liiirKi's. '^ lii'srrriiirs. ^ ■- 111"! '. \'"ii/i. ■^r- >>'" J) r- i "^S?! IRRIGATION IN AFRICA — EGYPT. 265 foSf^"*-'** ""^ ^Pl^^ f!9ypt.-0i these ther*- are about twentvoue clif- coX says'f ' '"''" ^^ ""^^"^ ^^' ^' "^^"y ^' twenty-oue basins Vr?w!ll of'??74 090*^*"^^*^'/''^ ''^f'"^ "° *^^« l«f^ l^antin Upper Egypt, covering an area A fair example of these systems is the Sohagieh system on the canal thi« nf r°T^' ""5*"^ ^^« twenty-one basin!, covLSeUG? acres three of them being from 38,000 to 48,000 acres each. The canaHs 93 ?;'ifi'nT.^*^'\°^r.y^^«^'^'^^*n^ J^ea^l with twentVS open ings, 10 feet wide each, bu t in 1873. As far as tho RAni ^li.nia k?!- Is sufflH^n?r'.t^*'5^> ^"^' ^"^ ^^« infiltrlt^oVwltfrTn th Turn S 8 sufficient for the hft irrigation of the sugar-cane fields ; beyon "t^ls It simply runs through its basins without any bank. Neai the head the bed width of the canal is 230 feet, the level of the bed 158A fepf 1 'l2 sSo'ootSc'Tt''"'^'^^^ V' "^^^ ^ rnaximum discbSifof 1 059 eoo'ooo onhiof^T ^n"^ ^^^ ^?^ ^° ^'^^'^^^^ ™«'^" discharge of i,uoj,ouu,uuo cubic feet. This canal never silts. The whole sv*»fAm ,<. discharged into the Nile by the cut in the longitudinal bankof the bank n^tL T^"^ u ^^^^^^^ ^nd by two escapes in the longltudinat ban k of the Zenaar basin south of Assiout. The villages aro ^pnpri m constructed within the basin, and in order to avoidSlSfs S on mounds connecting with the bank by a narrow dike. ihese three provinces of Upper Egypt, Esneh, Keueh and ftircrAi. m 7?«*^ '^^^S^ion is chiefly the hJul system, have a sur^acfol' 785,778 acres cultivated. The amount of earth moved, up to the recent changes made by theEnglish engineers, was annually 'l25,386 000 cub^ SooSn Lr^^''^'' all 289,614,000 c'ubic feet, whih cost'anCny Jo69,000, being an annual movement of over 30,422 cubic fee'. r^lTorl at an expense of 72 cents per acre. ^ ^^^^' (3) Ibrahimieh Canal and its branches.— This canal, of which th« main rst^rXVo'ftt'^^f ^'.':r'^^ "^^««^«"^ and !wfgat"t'hfren? western Dank ot the Nile and the provinces of Minieh Benisonpf nnH Fayoum, in all 1,062,530 acres. Of this amount aCt 693 OoTacre^^^^^^ inundation basins on the branch called the Bahr IwS in order to favor the better siMated lands where sugar-caneTs grown no sum mer irrigation is allowed there. It was comoleted ,, 1S7? ' JV . ? ifmnfv r *b«/i!f -ithout any regu™ woTk^ the mud banks Sni simply incased with masonry for about two-thirds of a mile ^ The original bed width of 115 feet being quite insufficTent for a denfh a TZiJf ^fV'i^^ 1"°^' ^"^ '^^'^ being no lerula^n^^ fl!« hVnT *^ ?-^^ ^^ ""l^^^' ^^^ «®^«^« 8«o«r has yearly brought down the banks and increased the bed width to 197 feet. The matfrial thT,« coT??lbou7il2?oorP the bed which has tote clSi^^Sb?, at a rnn?n/aSf tfe' S'nri '^ 'l^ ''^ necessary to protect the rii'lway ™^°f J'??,? A^? J'.^'^'^ fro"" ^emg eaten away by the water. Th« ........,„.^ „i J3..^^ ,^„ ^J^^ j^mjg ciearea away averages over 24 7^»0 I9n o„uin oraucaes-tlie SaheUea Canal, runniug for about 23 miles between the 11 266 IRRIGATION IN AFRICA — EGYPT. Jbabiinieh Canal and the Nile, irrigating the liighlands; the Beirut canal, about 73^ niiles long, wbich irrigates the western side, and the Bahr Yuset, which wdl be spoken of presently. This canal discharges at Deirut as follows : * Ibraliimioh above Deinit : Cubic feet per Siiininnr second. iuTZod 183.604,000 Whiter 3,108,160,000 Ibrahiiniehb^iowDeYruV: 529,800,000 Suuiraer iir r-r nnn Flood 11"' •^'^^' ^^^ Winter 388,520,000 Bahr Yusef Canal: " 1<8,3'14,000 Summer jr; oifl nnn Maximum possible in flood .".-.":::;:::;::::::: 1 130 240 ooS Oj^hnary maximum in flood :::":":'' iSlt^^S ^'"'^'^ 105,960;000 per second hi fl^^T^ discharges as a i aiximum 1,200,880,000 cubic feet Besides JJeirut there are three other escapes. Mr. WiUcocks says with regard to the effect of the Ibrahimieh Canal : In the Miiiieh and Beni-Souef provinces the Ibrahimieh Canal irricrates not nnlv on JlS uaf ba.?k *w%?*^?' ^"* '^^i'^ '''P '' ^^"^ tak Jn from"tt ball '' The"^'^ longitudinal bank, with its deep pits and stagnant water, is a runniuL' sore thiono-h the length of the tract, doing inlinite harm, "it will be noticed tl^at the water s£ face m snnimer is nearly as high as in flood at the regulators LlowDerrut- this fs tnl^^ ''•*^ l'''^"* * ^'^^ ^^^ l*"*! traversed by the canal is Lgrelt part light a,^^^ tS^'k'nd"ls"n!v*eV*.:aTer " '^^'^^ *'^ ^'^•^' '''' *'^'^* ^'^'^^ *« *^« '^'^' aCenSo'frl^^ J bv^t^he canaT*" Sl'lSfflnri''^*'" *^^™ '^'^^ combining to destroy the conntry irrigated overrnnnS^ll i!f?^r"^^^^ very greatly on the increase; coarse grasses are overrnnnuig the ground in many places; beginning at the P^nl-Souef Drovinre sugarcane is being abandoned for cotton, 'which is not ruined by salt" toTe same extent as sugar-cane is ; the winter crop does not yield half what it did some 15 vTrs ago; while some 10,000 acres of the best land in Egvpt have been thrownut of cnl T.tl7377^T"nVil',fV'%f "??* plain a^Jpartly into a nTrsh" " AI th since 137^5, I.e., in 15 years. The liberties which are taken with nature in Lower Egypt, and which bring their punishment slowly, briu- spLt'vretributTon in T Inner Egypt, whore the summer heat is excessive, a' eyste^uiTf eftens ve SnhiS washing in winter may do something, but the only real remedy is riowerTngo^f the TrXZlntH^^il ^""^"^ one-fourth of the iand every fo'urth yeaMn"fo?It?o'u rJJ\l fhX^^''^^J^^''^ originally a natural water course which took its rise in the Nile at Deirut, where its old bed is crossed now by the Ibra- SnHntnSt" T. • ^ '' ^'^m^^d to take the name from the Joseph of the Scriptures. It is very tortuous in its course, but according to its gen- SL r-""*'?" \\ ''■ '''^?'*^ ^^'^ '^'^'"^ ^«"^"i as the lorahimieh Canal below Deirut. During low water it discharges about 600 cubic feet a «?ZJ ^0 n£» n^?i?- '7^""" ^^^ ^""^T ^'^ ^^"'^ emptied, it discharges at least 30,022 cubic feet per second. At that time it is used for filling thl -^n"!, tT ''^"'^- ^'^ T. Its course, the last of which discharges into the Nile. These series of basins are too long, so that the lower ones receive water without much fertilizing mud, and it is necessary to ma^e some improvements The last dike binding the lower basin dS from all others m Egypt, not being constructed simplv of mud, but . being faced on both sides very solidly with masonry. ' ' After a course of 197 miles the Bahr Yusef leaves the bed of the Nile and goes through a depression in the Libyan Hills at Lahoun, about 3^ mi es wide, through a very ancient bank of irreat height nS S' o'. J'^'f .r'''T'''''''"^'i ^''^^' masonry in 1885. This bank separates the Oasis of the Fayoum from the Nile Valley. A course of 13^ mi es 1 ^^^^u^ji 'wmmt"^- els ; the Beirut n side, and the iiial discharges Cubic feet per second. ... 183,604,000 ... 3,108,160,000 ... 5^9,800,000 ... 116,550,000 - . . 388, 520, 000 ... 1*8, 344, 000 45,916,000 ... 1,130,240,000 ... 053,640,000 ... 105,960,000 ,000 cubic feet iimieh Canal : rrigates not only )a8iu8. Tho new ing sore tbiough It the water sur- V Beirut ; this is it part light and il absence of rain oiintry irrigated arse grasses are Souef province, lalts to the same lid some 15 years rown out of cnl- niarsh. All this lature, in Lower bution in Upper ve draining and lowering of the year in rotation rhich took its r by the Ibra- Joseph of the ng to its gen- [lirnieh Canal cubic feet a it discharges sed for filling soharges into le lower ones sary to make basin differs of mud, but J bed of the at Lahoun, b height and nk separates of 13^ miles 'iTu'''^/lUt If,, -^ N IRRIGATION IN EC REGION OF THE IBRAHl (From Barols.) rf JJ E j^ J B Y A N 'A\\V REFERENCE, — (JiDKiU (iinl Wafer foumfB. — nikcu. * yA l{<;n<'l'riiirx. Settle, iddiddO. 10 S I uu I nil I 10 £0 —4— 30 -\ — 40 IRRIGATION IN EGYPT. DF THE IBRAHIMIEH CANAL. (From Barois.) ^^m^ ScaZc, iddiddo. 10 £0 30 40 Kiloytv. I I 1 1 ^ i: IRRIGATION IN AFRICA—EGYPT. 267 brings tliis canal to the town of Medinpf- p1 Fov«„.» n • . me, where it is divided into fomfp! ?.?«? ^ " "'^'? «"cielit Arsi- Whitehouse, wouhl allow i^oXTl ^'''^'^ ^^'* ^^ M^' ^>e butagreat ncreaseTcuU hue Lfd^ t/ T'^V'K''! ^^*«^ ^^^^-^ge much below that of tl e Nilo'tM 't is nns^ihilT'-''*^^''f ^^^'^""^ "« «« means of undershot wattM- whee s oarr^'lf',^^.^^/,"'«"/e the fields by ^n^ and fifty fiour n.il.s ^JS'S'SSlliiTS/^I^-^- ^ the surplus of water as to svv.rr. u^^' J'V '" «o"8f Queuce of Through theetrorttofthe^SLSreLlhe ■: r'?T'']'^ ^*"^- been greatly reduced. ^^"^I'sn engineers the level ot the lake has 4. The iHmaiiieh or Siveet Water dnnnl t« t ^^ t^ . , or Sweet Water Canal (feserveTsSiT/o ,V^^^ recent times all at once and it is Ew. ^^ h^i^Am^ it wa. .ug in of the others. It wariVJm^^^^^^^ "^^''^ regular tlj^n fuiy and Ismailieh, and parti for thJnurfns« T^'«f .^^'^^t water to Suez On accordance with^an ign^rnen^Tdewm V^^^^^Wo canal Suez Canal Con)panv) to Lake T m«?h .vi^^^^-/ ^^ ^^»^^V^ and the It is 100 miles long the bnitch to w "'' 'i^.^'^^^ *^« «"^'^ ^«"al. lows in general te lines of the iJZ.f ^'^"'f ^^« °^*'^« "^^^e, and fol- w.th the I^ile. It starN from Cn^r^^ canals connecting the Ked Sea the bridge, a^tho, <'h il S^dp??« n.^'^'^V ^^'"f' ^''^ ^^^"^ the Nile at lock at «houbraZ^i^%e'Tutrbs of Cai^o""'' ''^"' ^^^'" ^^ ^ ^^^^ uJi"7rt^^:a;!;:irsSe7i^i?sx i;^^^ - -^^^o. ToL.nilat its inflltrat ons h^vi nr-w ,ii\1 f ? ^'^?"^^ *« ^he Wady land in that vallA. Since tbfE S^^ the cultivable have taken place ^4ich W re ulei'^ ' be Is3l'iT'r'''f " '""r'^'^ irrigation, and by locks at Z,,r'r,-^ 11 ^^^mailieh Canal usefu for ca,.al system of he earte^n !tTtf ^ niT"" ""T^^^' ^^^^ ^^^ regular of the Ismailieh Can!u dmU f^ood fnd ft'.'^'*'"- ^"'^ '^""^°^ ^^'^^^^^ newly constructed Menu ivar Cnnn'i h ^^fi'^'".^ '* "*'^^'' ^•^^^eis by the aucedfroml2,3o5oooto^^^^^^^ clearances have been re- of about $40,000.' Dui^ng S^^^^^^^ ^^'"^'-^ saving Ismailieh Canal, with its Lav^clrS 's reversed and the and probably doubles the irri Atinl nn^.rf'n'^T' ^'^'^' '"''^"^ others, In this way silt clearances havfhpSn^«T 7^^ ^^'''^ ^^'^ ""^ the country nals. The Suez br nTlv^ ^V'f 'T''^ "^ the smaller ca- about 17,000,000 S c feet of waterTrl ""''^ ^ !'"' ^" ""''^^^ ^o utilize Belta east of the JDan etta b inch of w"*^ -^^ ^^^ '""^'^'^«" ^^ tl^« from the Nile between Ciiro am tL 1 ^ ^'^^\ ^""^^ ^*' ^^'^se start points on the Damietta taifc ^^^'f'^^^^^ the others at various been assisted by temped; uy stone' d'ui ,^ ^ /?'' }^'^^ ^^^tter have in April or May and lartlv ^nJf^:!^1^J^% ^''^'^ "?0"ths, built other reasons there is nt'J::''^-^ 1:,^^^^^^^^ 268 IRKIGATION IN AFRICA— EGYPT munication through it frZ Tairn i. n„ ^?. ""'" ,^® ^'^^ct water com- torn width is about 85 feet at ?h« h.^^ ?^^^^ ^.?^ ^""'^ ^^'^' Thebot. 20 feet. The calcuIaterdiscbarL 'f .Ct S(lo ^ ^' '''' *« day in low Kilo aud about 60oS 000 PnfSn ^^^'",^0' '«» «ublc feet per the caual has only just beeu Sed nn^^ ?""°^ ^'^^' ^"«- -^« its actual working. ^^"^'^ ""* ^^P<^^<= ^'as yet been made on is M24:3t'r;r'nrac^^^^^^^^^^^ ^-^ ?f «»« P-^ -^ ^he Delta tiou of about 4.35lmjC J^er Lin H^''®'"T^^^^ *« a»ow irnga- discharge of 4,4^5 cubic feefa second W ^ '^'"J^* ^'^^ ^ ««°«""^1 counts in the year 1880, there were o°iv fJS'i'T- "^Z"^.*^ ^^^^^^ a«- ing low water. In ISsi, onlv 2 8fil InFJtl ^'^^jc/eet furnished dur- the Arabi iii8urrectio„ron?y'2f33f cubic^ ^ Xi^' ^'^ '^ ^^^^ ^^ an irrigation system goes to the Mrl nnifoo ?f 5' "^'"^ ^'^^^^ ^^^ easily . I may say here in prnfhesfs that itthe vear ^^^^^^ '^P* "P* visit the province of Kuldia nrnnAri J ni • ^^^^^^P I^ad occasion to porarily occupied by EussatnSSu^«,?«n?f^^^^ ^"^ then tern- new retroceded to China It w«\Tfr f ^I'^^^f "'»' troubles, although had been oncefertile owi.g toirrfp-.H. 7"' ^^ ""^.'V^ ^^^ ^^^^ which steppe through the faZe?f watef In ifil.^"''"^^''r " «^^"' ^ ^are water course one could eaX trice the tr«nrr"^J^^^"'^^^ ^^^^^^^^ to desert. One may now spa tZllt *^^?«'t?"n f'om cultivated land about Ismailieh T/sueJ where unfir/hrT° '^f- TJi'^^'^^^ vegetation the desert had for cSies been witerL^^^^^ ^"« ?"'«''«d cultivated land of the Delta m«vn«.Ii,\,t ^'^'^^ ^^Pe that the under the Plmraohs andtru^SVS:^^^^^^ '^"^^ "^^^^ '' ^^^ Of 'e"ar\\TartneT:4^^^^^^^^^^^ ?11'«20,000 cubic feet peracre. This has been dimSp^TJ ""V'^' ^^^"<^ ^^^'^^ «"bic feet the annual cost S keej^^ng ud ?Sfclna^ ^* *^^ «^™« «°^« thf LfriSsTftSTl^^^^^^^^^ I---- Of the Delta- branches, that of MfnSufie??vW tTuTJtl^^T^^^ ^"^ ^«««"a 340,000 acres, every one of w£ i^cnfftr.J''^^^?'-.^^^ ^° '^^^^^ of nearly 1.9 to the acre irent rdv en^alpd 5 7n!f ^' ^u^ '*' Population of are small and the cultivSn ever/on^ ?^ JS^^^^^^^ way from Alexandria to Cairo msL«n S" » t? ^® superb. The rail- ince and all the traveled are struor^^^ the center of this prov- is utilized. ^t™^'' ^'*'^ *^^ way lu which the ground <^^t^^^Zuyo!,&^^^^^^^ acres under water. The main irrigating call t ?h! mJ*'''^ \^' """^ ^^^'^^O under the point of the Delta between ?hpVwn f enoufieh, which starts from miles it is divided into thlBah? S?fh,- ^ l^arrages. After running 23 west of Damie ta Lnd the Bahr lai ,r hT^h °^ ?°*^ ^^^ Mediterrafean Two large canals'are fed with wafeKvhpT?^'?^;,"^^ t^'^^ ^^"'o«- Barilos, and eleven by th^BahT ShibhT l^f of it-'i?^"'^ ^^ ^^^ ^^'^r .egnUitors and many^ot tLmwitl'esSp'ei '^ ""'' ^'^ ^"PP"«^ ^^^^ The chiei work done by the English' engineers in these provinces *.. IRRIGATION IN AFRICA — EGYPT. 269 since 1884 has been the reduction of silt clearances, chiefly by means of subsidiary canals running in flood only and creating a current, one regulator being closed while another is used. The saving has been very great. The Sahii and Nagar canals, for instance, formerly cost the one *76,(»()() annually for corvee labor, giving a summer discharge of 2« ^3^°*'*^"^ ^"^^^ feet for the twenty-four hours, while the latter cost f 90,000 and discharged only 3,532,000 cubic feet. " Pumping engines » Mr. Willcocks says, " placed at 13 feet IJ inches higher level would have delivered 88,300,000 cubic feet for the twenty-four hours for the same sum of money." On these two systems of canals the corv6e cleared in 1883 46,244 920 cubic feet, costing $257,000, while in 1887 the necessary clearance was reduced to only V71,9«0 cubic feet, costing $10,600.' Among other advantages of the reduction of silt clearance are that the rich Nile mud IS carried out to the fiolds at a proper time, instead of being deposited in the canal ; that all the canal beds are sufficiently low to take in water for irrigation during winter before the annual clearance, which takes place between February and April ; and that these canals are open to navigation during winter at the time when the regulators mav all be open. '' (7) The Behera systems.—The province of Behera, which lies to the west of the Rosetta branch and is very difficult to irrigate, contains 900,000 acres of land, of which less than half, 390,000, are cultivated : 260,000 more might be reclaimed and the remainder is under water. This province is irrigated by three main canals, all connected, the Behera, which starts above the Rosetta Barrage; the Khatatbeh, which starts 28 miles lower down and joins the Behera; and the Mahmoudieh Canal, which starts from the Rosetta branch near Atfeh, flows into the harbor of Alexandria, and supplies that city with drinking water. Be- tween the barrage and Khatatbeh the desert comes so near the Nile that the Behera Canal has to pass through over 14 miles of pure sand. Here it is very difficult to keep up the canal, not owing to any consid- erable amount of sand blown from the desert, but owing to the changes of the bottom consequent on the change of the water level. The Egyp- tian engineers met this difficulty by keeping Behera as a summer canal, shutting us head by an earthen dam in flood, while they used the Khatatbeh as a flood canal; but, although the water-level was constant the level above the barrage was so low that the discharge was consid- ered insufHcient, and the insufficiency led to the erection of a pumping station at Khatatbeh to lift water in summer. Mr. Willcocks says: The Mahmoudieh Canal was dug by Mehemet Ali in 1819-'20, with the ohieot of opening a direct water way between Cairo and Alexandria, Hupnlying the latter town with waterand providing for auinraer irrigation. This canal was fed in a novel way. An area of 60,000 acres to the south of Atfeh was surrounded by a dike lillod with water in flood, and turned into a reservoir for supplying summer water to the Mah- moudieh. In 1849 It was considered cheaper to lift the water from the Nile and cul- tivate the basin ; consequently pumps were erected at Atfeh. * * * At Khatatbeh A^^ ^xu®"^ '^ ^'^'.^^^ ^^ ^^® ^"Se centrifugal pumps with vertical shafts, while at Atteh there are six scoop-wheels. The discharge at Khatatbeh is 83,300,000 cubic feet per twenty-four hours and at Atfeh about 70,640,000, the lift in the former case being about 8 feet 8i inches as a maximum and 6Keet as a mean ; the lift at Atfeh isfij feet as a maximum and 4 feet as a mean. The pumps at Khatatbeh are well constructed and excellently managed and yet they are showing signs of deterioration, owino- to fanltv de«!"nin"- A]! ti)» rubbiug s'lrfaces or these enormously heavy nuichines' are vertical, which" makes "it exceedingly difficult to keep them oiled, and this means wear and tear. It renewals are ever necessary they will be very costly indeed. Their one chance ot lile lies m the splendid management and unceasing supervision. Machines like 270 IRRIGATION IN AFRICA — EGYPT. I t:^ ] } J i c tbern will never again bo orected in Kgypt. A niinibor of easily, nianaKeable 48-inoh aud r>t-iiicb (Jwyiiiio pmii[m, with a HopiiriitH chiiimel for oiicli Rroui) of tlir«e or four, would have beuii hotter. If the origiiml wnuvs at Klnittttlmli had had diameters of 7 foot instead of 10 feet, and lieou conitrnctud on the Haine principios m tlie screws at Sherhin, they would have been working today.* The Irrigation company have a contract with the (Jovernmont which lasts till t'J2l, to lift aunuiilly iu snnnuer up to 88,:«)0,00() cubic feet per tweuty-fonr hours at Khat- Atbeh, and 88,30(),()0() cubic feet per twenty-four hours at Atfeli, for an annual indem- nity of $l-i8,07H, and #2(»l.:»7 [>or :Vi,\]20,0{)0 cubic feet per twenty-four hours at Khat- atl)eh, rtntl paG.y.'i per :».'j,:ttO,()()J cubic feet pisr twenty-four hours at Atfeh. In 18«6 the company received $J49,;W li, (\, n, E, F, Protective Spurs. J, K, P, Training Spurs. ^. H, I. I; M, .y, 0, Traininrj Permease* Tniiniiig Works bc(/un in 188t. By 188 Sand Ikink formed opposite Spurs F, E, I and tlw Sand Shoal X eaten away. V; Chamtcl Y increased in size sixfold. MAXIMUM FLOOD DISCHARGE Main Nile, - - . 1,032,000,000 c'metr, Kosetta Branch, nft:^,000.Q00 " Damietta Branch, 405,000,000 " Btcb width/ .."O.Vihcjt B*d/w%dttv 'JoMcirti BLOCJC PLAJS' or THE BARRAGES. Scale : 1 50,000. REFERENCES. A, I), C, D, E, F, Protective Spurs. J, A'j P, Troining Spurs. 0, ir, I, I., M, N, 0, Training Permeable Spurs Tmbiuuj Wurksheym in 1884. By 1887 Sand Bank funned opposite Spurs F, E, D, and the Sand Shoal X eaten away, i,.,,- Channel Y increased in .size sixfold. MAXIMUM FLOOD DISCHARGES. Main Nile, 1,032,000,000 c'tnetres per day. Tiosetla Brunch, 562,000,000 " •' " Damietta Branch, 40S, 000,000 " " " Roratain > 33 > o m I m '^"- "■ ~. '^^a^fl- ' *^- ■ [jj ' '"" " ■" umimmmmmmam'mm m I' ■■^. ■MMMawMxtiBiii .'^iaia'^:y!'8SSfife#^*rt^8*^8^ iT :.y.^M :t o < g: < CO I o CO < LU O cc a: < z < LEFTLO ChJ-;--( ^j:.- ■ BIGHT liOCK DEi'P CHAHNEL or RIVER, ■«*#-*!s»8 '^^M!^SSS^mSS::u. ., i IRRIGATION IN AFRICA — EGYPT. 271 . In 1842 Mougel Bey came to Egypt and recommended the establish- ment of the dams on the present system together with a series of fortitt- catious that conld defend Cairo. The idea of fortiflcations pleased Mehemet Ali, who took the idea of making the site of the Barrages the military cai)ital of Egypt. The works were immediately begun, but Meheuict Ali died in 184S, and In 185;}, after 10 years, the" works of the Barrages were not sutticiently advanced to please Abbas Pasha, so that Mougel Bey was dismissed and a new man ordercu to finish the work on his plans. The works were finished in 1801, tl)« cost, exclusive of the oorvi^e, being $9,400,000. Counting the eorv4e, the canal heads, the fortifications, and everything, the barrages are estimated to have cost over $20,000,000. The barrage of the Kosetta branch was closed for the first time in 18G3, and had to be reopened immediately, owing to the settling of part of the work. Some repairs were made and the iiosetta barrage was used to some extent up to 18G7, when the bulging of part of the bridgeway caused fears for the safety of the work, and it was entirely abandoned until 1884, when it was taken charge of by English engineers. The object of this work is to form a reservoir for low water and to give a sufficient head of water to increase the flow through the irriga- tion canals in tiie Delta. It consists practicaby of an open dam over each arm of the river, that over the Eosetta branch being about 1,527 feet long, and that over the Damietta 1,740 feet long, built upon stone and concrete platforms flush with the river bed and therefore about 29 feet above mean sea level, connected by a revetment wall about 3,283 feet in length. Just above the Damietta barrage there has been opened the new Tewflkieh Canal already spoken of, which will feed nearly all the canals on the east of the Damietta branch ; midway between the two barrages is the Menoufieh Canal, which will now feed all the canals of the central provinces between the two branches; and to the left or westward of the Kosetta barrage is the opening of the Behera Canal, which is now being remodeled in the hope that it will prove of greater service than hitherto. In the barrage on the Rosetta branch there are sixty-one arched openings, which daring the low Nile are closed by curved iron gates let down by means of crabs traveling upon rails upon the bridge. The barrage on the Damietta branch has ten openings more, or seventy-one in all, which are closed in the same way. The barrages having been pronounced valueless except to regulate the flow of water in the two branches ot the Nile, it had been resolved to adopt an extensive system, of pumping to supply the water to the cotton crops of the Delta. ' This pumping was to have cost $1,440,000 a year. Not satisfied with this conclusion. Sir Colin Scott Moncrieff resolved to see what he could do with the barrages. Everything was in a bad state, especij lly the timber and machinery. The barrage on the Dam- ietta branch had never been closed, and the openings had no gates. Attempts were made to remedy these defects, and the arches, first of one and then of the other of the barrages were closed, so that ulti- mately, in June, 1884, 7 feet 2 inches of water were held up on the Ro- setta barrage, and 3 feet 1 inch on the Damietta barrage. Even this small amount conveyed a much larger quantity of water through the Central Menoufieh Canal and delivered it at a higher level, so that many pumps stood idle that year. All tins was done at a cost of about $128,055. In 1885 the barrage bore a head of 9 feet 10 inches, and tlie canals starting above it had 4 inches greater depth of water than in 1884, :w be been a curious appearance during Z l^^.^'f T'"*' ^"'^ ^^'^^^ bas springs of 8ulphu?water of anmienflv tSL"^ ,"'^ P^^««°<= ^^ar of the sulphur bS:th8 ot HelouarXu" I'i'miirno^h"^^^^^^ ^'"^^^^ ^^ thing else attempL by^t'EnS%'4'ii^^^^^^^ the whole their most successful achieA^ueT ^ ^ bas been on bunJ ^'^^^C^t^Z^'StS^lJ'^ r-^es had been they were therefore unwilling that EiS^^ condemned by them; even attempt to make it sucSnl^iiJ^f^-^^E"'^^ *^^« ^<= "P '-^"f tunately found Mougef Bey sSl al vi' and waf n^bi?^ ^^"'"^^^ f^^' go to the barrages, and to exDliin hf« .TS ^'®i^ Persuade him to construction, and the defects so for nl hl^'°^^ \t^'' ^'^ "^^^bod of therefore accused Sir CmnicZ Zrlr^^S' ^^"^ ^^^^'^'^ The French brains to his own advantage But owinifL • ^'"'^'"^ ^^"^^^^^ ^ey's been a rivalry betweer£gel Ly an^i^Lnan^p'^?"'"' *^^^« ^^^ latter had got the advantage and Mn^,LT^^;*''*''* '"^ ^^^ch the friendless. ^In all the tS^rthX sm're^^^^^^ ^.''"««t had done nothing for him. SirCoin wIm*^ the French engineers information he received^y procurii^ ?nr Mn!''"?"^ ^''^'^ ^^" ^^^ tbe pension. ^ procuring for Mougel Bey a well-deserved WORK OF ENGLISH ENGINEERS. On this subject Mr. Willcocks says: y^^StX^r^^:^^^: ?-e attempted to carry out during their five wit^Ji;;erS;^TZ^rr^^ - to msure a constant high- ami contract" work for "the cSS?' '" " '"^'^«S«''»We amount, to substitute dredging t •^,'rm'rT ■pilBBpiMH !iP''*98IBffil^l§^IJiJ!!l^^^.^ 'V'*i»^^'-rfi««tw^ IRRIGATION IN AFRICA — EGYPT. 273 rJ 'Th^rl'l'"'!-"*^ ofilood Hupplios an early as possible into the floo.l oanals In all tins they have been emiuently successful, though it is true that tht;' wo'L!""' '"'"''' ^'"'^ "' '^^^' ''^ ^-^"^^ ^^'-^^ '^ ^-^ ^^rd to make DRAINAGE AND RECLAMATION. Drainap is in the upper part of the delta natural, and owinff to the slope of the ground is disposed of by subsoil flovr, but in the b/er Jrt where the canals are at a high level during most'of the year and the valleys not much above sea level, the .ubsoil springs Lm [ho Unne? ^.1 In? T ,^" ^^'' '"'^'^'' ^"^^ ^^""'^^^l artlttcial dra^iage uts These cuts would be necessary even if there were only drv crops -with iS tracts under rice and basin irrigation, the necessity fir (Linage S IS imperative. Canals running^north and south do Se Cm to the drainage, as they follow the natural slope of the co iitrv but ?hose running eiist and west, especially those following thSe7of ra Iwavs tul ThX7'^JlluTv7' ^^i^'T^' allowing it to stagilte and K ing tiie land tor some distance on both sides. Ihe natural di;ainage lines are well marked in Egypt and are gener- ally provided with some kind of cut in the deepest part which are cleared annually and are becoming fair drainage SJl^irdeLw a neglected drainage line it is better to complete he lower reache! before the upper part is touched, even at an expense of Ce! dred'iug well mto the lakes; and in making clearances it is better to throw iH the earth on one bank for a certain length and then on the other bin k "m^' ^iSsX^^^f "'"" ''''' ''''''^'''' '''''''' '' a7a^^a^'"^'' waterings of about Sicholtn '"nth U.o? " l'''^'l,«»'iy receive as many as twenty per a„nn.n wbich'is tuowc;;? to l^i 'or'th; soi? Sfabo't mo St'? '"'^''f the soil, and then be evaporated Sinrc Hie NilVi vtnfa^ i ■ ^, ■ *" ^° ^'^^''^^ i"*" in excess, these salts accm 1 te a «.« SI ^ an^^^ crops soon appear as a white e lloreHo.. p., w h?!,, ?i °' *"^,*''" ^9"^'^ ^^ suitable attraction can not brinr«P the sflt" s "ri, J wLe«r f T'"° ^""^^ '^^"^ capillary spring level is high the^sa water comes to th« J.rf^i^- T^'"''"'' '*"* ^^^'^ *^« tends to further destroy tho soil ^ "^^''®' '^ ^^^''*' evaporated, and thoro^hiy wiSitfr L^r^itrL!;;" ^zz:^^z "rv", "-"-f ^°'^' --^-^ -- *^"« and capable of dissolving the saltsT^otrrsryVbeir tt ZTel 1^ S^.^Lt^ It 18 possible to reclaim lands which are grown bad either bv the onl In'XZninZTV''' '' ^^ ^f ^" ^^^'^''^«^» 5 but summer rie needs irrigation in May, Juno, and July, and there is not enou-h water in ^!"'5"^J,*.VM'>'''"p^^*' ^''' '^"'^^ '^ ^^•^ "^^^thern part of' tirnJli'^ V\^ kiioyv tuai, lu rtolermiic and Roman times the whole of the "lauds were cultivated ; but what was then the "choice land " is Lw w fder ness, a mere barren plain with vestiges of canals aiVrkes and ±1. hx. 45 18 ' 274 IBUIOATION IN AFRICA — EGYPT. mouuda strewn with bricks Jind pottery. The lakes must have beea kept at a higher level and must have hud more frequent connectionB with the sea than they have now. As baain irrigation «iec,reased the discharge passing through the lakes decreased and the openings gradually disiippeared. Only one is now left to eacli lake. Therefore during the inundation the levels of tiio lakes rise and the brackish water blights all the land it covers. An example of this is the Borillos Lakeand the Bahr 8aTdi, which duringthe flood discharges about 700,332,000 cubic feet per day into tlie lake. Had this natural branch of the Kosetta Nile always existed it wouhl have kept the sea opening to the lake from silting up, but it has been gradually increasing and cutting a deep channel during the whole of this century until stopped in 1880, when the lake in flood rose only 20 instead of 40 inches. Even this could be stopped hy clearing the silted opeying of the lake before flood. There is among scientittc agriculturists, as well as among the Eng- lish engineers, in view of the gradual deterioration of the land, a strong opinion in favor of at least a partial return to the old system of basin irrigation in the Delta. This was practiced 40 years ago and may be thus briefly described : The lauds were divided into basins of about 1,000 acres each, provided with canals for tilling, basins for retaining water, and drains for discharging it. If the drainage cut was near the canal the basins were easily drained into it. If the drainage cutting was too ftir olf, one system of basins, those next to the canal, would drain back into it while a second system was fed by a series of small cross canals and drained into the drainage cut. Mr. Willcocks says : The introduction of cotton cultivation into the Blrrftja on wholesale principles caused the basin system to be abandoned, while the cottou crop and the basins in rotation might have continued together, both to the advantage of the cotton and to the preservation of the land. This, however, was not done. All the fields wore planted with cotton, and produced fairly well ; gradually the lower fields fell out of cultivation owing to salt efflorescence and lack of drainage. As the higher field.; were now called on to produce a double share of an exhaustive crop, while they re- ceived no manure or Nile deposit, they had to be planted with cotton and rice alter- nately, to prevent their complete deterioration. The drainage water of the rice fields was run onto the lower lauds and completed their ruin. New canals dug with- out levels or alignment, and the conversion of all the drainage cut-^ into irrigation canals, was all that was needed to destroy the higher lands. This soon followed. In many places now the tops of the old banks and the bods of the old canals are the only places which yield a crop at all. The only remedy for all this is a return to the basin system. The State Domains administration clearly sees this and is trying to reintroduce basin irrigation on a large scale. It seems ridiculous that during the summer months, when the water has no fertiiizingproperty, and tliero is very little of it, it should be utilized in irrigating a few fields here and there, scattered over all the basins, and that owing to the presence of these crops the whole series of basins should be deprived of the rich muddy fertilizing water of the flood. If the summer crops were conflued to a few basins in rotation the rest might be flooded with the muddy water and rendered .as fertile as they were when the ruined mounds which fill the horizon were populated towns and villages. WATER STORAGE. In order to guard against the consequences of an insufficient Nile flood, as well as for summer irrigation and even for reclaiming land, various plans have been proposed for water storage, the most import- ant of which are the following : (1) The Wady Rayan project.-— The Wady Bayan is a depression in the Libyan desert shaped like a clover leaf, discovered by Mr. Cope Whitehouse in 1880, at the southwest of the Fayoum and separated from the cultivable land by a range of low hills about 3f miles wide and fck "^ .^- ^— ?»■*■ h:''^J¥*^~*^^ 3t bavo boon connections igh the hikes y one is now levels of tlio covers. An ih (luriii}i:tbe to the lake. ;ed it wonhl it has been he whole of rose only 20 iig the silted ng the Eng- nd, a strong )in of basin and may be ns of about )r retaining ras near the age cutting saual, would ies of small cocks says : lale principles the basin H ia cotton and to le Holds wore jkls foil ont of I higher field;; fvhiTe they re- xnd rice alter- ir of the rice lals dug witli- uto irrigation ri followed, canals are tho I return to tho d is trying to at during the 8 very little of 3d over all the basins should Bumnier crops h the muddy which fill the SBcient Nile imiug land, lost import- jpression in y Mr. Cope I separated es wide and I t IRRIGATION IN AFRICA — EGYPT 275 ..in^/'oY!"'*'^'''"'® ""''^ ^^'^^" many facilities by the Government offl During the time when the reservoir was in use it r-onhi o-f « « i- The estimated cost of the work is iS7 01^; aim if ^ i.i • • tUorougbly. The canal wonl,uSko 3 «.;Tttr,A,f,r „%'''"'*? " """^ l.«lj- employed, au.l the reservoir w„?,!d take 3 ^i.moflT'""""'--^ '" Prime cost Interest at 5 per coiVt'for'e years' |7,!).15,000 5i,H8:J,r300 Total cost, including interest wouh, .e <;apah,e of irJ^L^/yi^^atrrsHu-^L ^^^^Ft refund, being nuwiUifg to ai!ow\t ^e" Kig J«o'n*'3r 'K ^•n-MnnmimMl 27G IKRIOATION IN AFUICA — EOVPT. i^:' teifoml with l.y pnvato (Mimpanies. It will ho seen later what « com- l.amtiv<,lyK,„all H,„o..„t of n.„.,ev, consi,lori„« the w,„k I , , m " cm. be ex,K,i.,icMl l.y tl.o im-ati..n depa.t.nei.t, hanMH-ml as t is bv S li....latioi..s of the laws an.l the jealousies ..f foroi-n/nolvi;!, '^ "* ^^ ^''" With regard to this [iroject Mr. VVillcocks says: Tho iiiulort,.ikin« Inho viwt, and tlio o 00 . iTu," nn r taking' worn Huom-Hslnl a not, protlf, of 15 p.ir c.nil nih'hl !>!< , l.t , ., i i!..* .i pany wonld ahvayn he at tin, morcy of th' ILC.'rmnent. "'"•"»"''• *"'* t''" •="•"- (2) TkfiKom 0>iibi}HHi'he>ne.— S.ynM\\iiv project of a similar sort is that STr\^''' "^T't '^^^'*''" '■'"• """^'"" « reservoir in the plane of Jvoin Ombos For Ins, however, it wonl.l be necessary to bail I a ,lam across the Nile at Gebel «ilsileh, .W mil.s below A«sonan. C lond Ross assisted by several oHier enj-ineers, has studied this project di r ing the last winter au.l finds it entirely impracticable. Apa.t'^^^o^^^^^^^^^^^ enormous cost, and the fact that the depression at Kom Ombos is mn h H^i?" 1''h r'" .^"l'l><>f' 1. it wonld be extremely dangerous to dam the Nde at that point. One extreme Hood would carry away the dm and practically destroy the whole of 10-ypt. LAND TENTFRE. In Egypt irrigation is intimately connected with the question of land tenure Private i.roperty in laud existed in tlu, earliest tinaJ The Z'fi^.'lin.r''''"'' "'r "'' "'• '1^''=«""^ ^''^l^' ^'"t if we may judge Jiom the Bible we must suppose that there was individual iiropertv in and, and trom u pulitieal point of view we must admire the skillful way in which Josei.h, during tlu'time of the famines, got possession of the land of the who e of Egypt for the (lovernment (henesis, clmr*! verses 53 to 57; and chap. 47, verses 13 to 20). TheWgimee'st she b3' Joseph by which the whole land became the actnalpropeitvof the exSgallda^pl^^ri;^^"^^^^^ '^^ ^^"'^^^ ^^«^' ^"-^ this system According to Arab law at that time, land was divided into two classes : (1) llshtin or hfhe lands, which paid as tax a tenth part of the harvest, which were lands fertilized and irrigated by a river o/ahiS which included a great partof Mesopotamia) or lands . atere.l by rain, that being a gift of God anu therefore Arabian; (2) Mamdji ovMbu. tary lands, wh ch were watered neither by rain nor by an Irabian nver, and on which a tax could be imi)osed at the will of the concnieror When Egypt was concpiered the question arose whether (1) to divide the lauds among the conquerors, (2) to leave them to the inhabitants as tributary lands, or (3) to dispossess all the inhabitants and coloS ^uuZll^'l'-^ Mussulmans, although in this case the laud would still be kharadji or tribntarv. The Arabs being moved "^ partly by military and i)artly by fiscal rea- sons decnled to accept the second solution, and made the greater part of the lamls kharadji, leaving the taxes as they had been fixed by the preyiouf^x^yzantine rulers. Only the few lands which were then contis- cated as belonging to special owners, those reclaimed from the desert, . ^ j.ajL-u„, .^•^^^^x—mMSsai^ut. . IRRrOATION IN AFRICA — EOYPT 277 Sills''" HuT'iil'llirr «"!>««*l"«"V^'/'""«-^<''^to,I, boou.no ...slM.ri cr Mthe luiK s. Hiif, in all cuhoh it was uduntted that th« r«al nronrietor <.f .iP iVw t^ " ^'*'""- . ^^''^ P<>««t'HHio.i (,(• nuilk, that in, freel ohl lands as heon «t very recent .late, nearly all in the present century A ^rd! K to MuHHtdnum law tithe landH could never he, made r bu arv U mis but the reverse may happen at the wdl of the ruler. '"""^'"^ '*""'"' J he result naturally came about, that if lands were left for a certain number ot years uncultivated, either through tluMr abin m, uent Iv RtlV''T''''ZY' ^'"■""*^"' ^^"'"^« "*■ i'-rig^ition, the> . vS to the State ami coidd be Rranted out ajfain. 'ivmui to luo ^i." ^'*l-f ^^ ^^'^^ unknowable anti(iuity of irrigation of Ecvnt tli^re were untd very recent time no laws with regard t< its man Sm. o? to the reparti ion of water among the lands. As the St o f t Im laud really belongs to the state and the managen.ent < 1 e inigat d ess'fi'1? hoipV'r'''",;'"^^^^' "'""'^ "-» only the n!;?r^ from tm^^^^ T. 1 .^ "^' con d not be cultivated they were exempt lands SuL fhn ^ *""'■'"''' ^" '"'"''•^ naturally on the ushuri or tithe aZitCd f H n Li" ""'V'T'-y '' '"""^^'^^ **^'^' *""1 '^ ^^'^« gradually According to the existing laws remission of revenue is granted on ^rrieiirr '''•'"' 'T\ r'*'' ""' winter crops although fliri c ops n J: •. ^ \ ''? ^'^I'rf ted to pay the full taxes, but no provision is h. ui ; e^'^T .o'/'"^'*^ ^'' «««^^'V^"ri"ff the inundations, or by dm gl J in summer. There is great need of a deftnite law on the sil.i.wf h« smnf ?ir fxn?o!r '"'' '''''' '^^^« '« ^'^«"*^ of wat;Tw7iei?rhrX^^ aS Ni o off V «. S • ' '!"'■" ^'' ^""'"''^^^ '^"^^ «« the summer supply of the „n 1 ? ^ Ju^'''''' **''■ *'^«"t one-third of the area in lower Eov ot in M-x, now deehled'bv 'T ''''.■ ""^" '"*^"^^« «*" ^'^^^««t. All sS a "sT^^ of c'emi artkisb/VI r ''^"/'^ ^"*V'\" '"'^^^^^ *"^^""^'« "" the basis WiSX s^^s . ''^ ^'' ^"^ ""'''' ^"'^ ^^'"^ insuflicient. Mr. strong oC.S to &KvrNnf^^^^^^^ Cbri.tiaus, while the ntatc ^wa« ble ttThelp tiie poor """ tribunals dominate the state, and are uua- EXPENDITURE. wnrbT''wr-,"\F^^P* .^^ ""^^'^ the Charge of the ministry of public works. While the minister is an Egyptiaif, the under secretary as well ZSS"U'"C^j ^V.17„^.?,^.«",»^« the English occupation have been r«,ii^ '*u "' .•-•'*^"''\'^''»ii'^-i'f3, Uiusc of whom have seen serviee in mnii ■ i ■I I , I 278 IRRIGATION TN AFRICA — EGYPT. The estimates of tbe budget for 1890 give for tlie expenses of tlm Sosi ^"''""»«t»'^tioa $J.6(),1>70, aud of the techuicar adm'nfstrltSn $84,986. By no means all of this is properly to be set down to irrSat on The first circle of irrigation includes the provinces of GaloubiAl, Sharkieh and Dakahlieb. The salaries and general expenses a?ennf £?r?in^ ^'t'-^^^J "^^ ^^^^•^«' ""^^O'^SOj keeping up and Tn repafrs $51,340; making a total of $21(),830. i fe i ""u in repairs, Aii« *«^,^*'^'*i'i ^'V^^® o^ irrigation, which includes the provinces of at ^?o no? ^°^ ^^'^'?^^ I!^*^ «^^^^'«« ^"d g^"e^^^l expenses are pit down at $50,00o; new works, $20,850; keeping up and in repairs $107 ?S making a total of $178,380. i s i* ""« i" le^Mirs, fiu/,aj5; In the third circle of irrigation, including the provinces of Rphor^ n^w works '$73 So "l'e?°' ^^-^^-P-sef are^^tTw?af$6''o 6^^^^^ "nJwater $*w2 .'^^t^'"^ "P f"^ in repairs, $65,500; for furnish! T *K ^' ^•^^"j^OO ; making a total of $449,680, in the fourth circle of irrigation, including the proviucesof Benisonpf Minieh, Assiout, and Girgbeh, the salaries and generalexmfnsr^^^^^ put down at $09,240; new woks, $10^,125; keepfnrup and L repa^^^^^ $75,125 ; making a total of $253,490. i « p ctuu m repairs, the frm,Hpf ^1??^'? °- >"'^ -,"'''^' including the provinces of Ko,neh and tne trontier, the salaries a. id general expenses are put down at $28 rSi> • keeping up and in repairs, $15,000; making a totaVof SsO ' ' fh J wn f '^"''!/''',^^^ ^^y^'^"^ ^^« P»* do^n at $37,100, and those for ^1 oris ""'' *^. ^^"".^^ ^* ^^^'285. This would make a total of $1,234,445 apart from the central and technical administrations not all of which strictly belong to the irrigation service ' * Ihe work of dredging the canals, as well as of maintaiuinff the dikes on the banks of the canals, was folmerly done by the syS of forced labor; the whole male population being uominallyliable to this service Owing to the efforts of Sir Colin Scott Moncrieff, the corv4e s^tem was gradually suppressed and finally put an end to by the Khedi IS decree dated December 19, 1889. ^ ^^ v^ uie ii^neuiviai Nevertheless, while the corvde has been abolished in the ordinirv sense ot tnat term, the forced labor of the population stiH continues 'fS «.e general supervision of the bank of th^e Nile during rhiZflood This however is a question of supervision rather thai ?f forml labor forall the rural population feels that the maintenance of tCdikes dur' ng higli floods is not a question of property on the par^ of nrmStnrr but one of life and death for themsel vei and their fiSie. P'^^"*^*'^^^' A grant of $1,250,000 yearly was made for the partial suppression of as th^stm' o?V75 000 "v^ heinclaaea in the irrig'ation buTg^et! aTwel as ine sum of f 75,000 a year to be raised by taxation for the total sun pression of the corvee. The total ordinary-^expenses of the rriiat?on $"2,!f^,S00.''"'^ '''''''''' '^P-^' down fir th^e present year atTbou? alltwed%Too<.7nn7n'h^^'^ extraordinary expenses. In 1885 a decree worL 0%Kw«h!^'Pi^°*^^' ^'l^ "nprovement of the irrigation . ZlTo'i'inrrr riu ^?,?,ljeen spent on December 31, 1888, the sum fLftff?f^J^\J^^^^ ^'11^'' ''^"""^•^ ^^«'" a new loan now being neg^ tiated the further sum of $4,550,000 for the same purpose. ^ Eugene Schuyler, TTT(rrTT?Tk "^ . ... — .^ , _ Consul- General. UKIIED ojii\.ii!;H OuwSULATE-liENEKAL, Cairo, Juno 11, 1890. ises of tbe linistratiou 3 irrigation lepartment Galoubieh, ses are pat in repairs, ovinces of 3 put down $107,525; of Beliera it $60,680 ; )r furnisb- Beuisouef, jenses are in repairs, L«)neh and t $28,680: 0. those for 1 total of tious, not tbe dikes of forced s service, ie system ibedivial ordinary ;iuues for gb flood, ed labor, ikes dur- )prietors, ession of ;, as well otal sup- rrigation at about 1 decree ligation , tbe sum ig nego- B, metal. f IRRIGATION IN AFRICA — EGYPT. 279 EEGULATING THE NILE FLOOD. BEFORT BT CONSVL-QSNEBAL SOH UTLEB, OF OA £B0, The rise of the Nile during tbe present year has been what is called very good, measuring at Assouan 17^ pics, and thus supplying a sufifi- cient quantity of water for irrigating the whole country. About a foo'u more would have overflowed the dikes and would have probably ear- ned away many of them, producing great damage and devastation. As It was, measures were so promptly taken that very little loss has .occurred through the destruction of dikes and walls; what breaches were made were promptly repaired. The consequences to this year's agriculture of the low Nile of 1888 were not so disastrous as were at first anticipated. After the low Nile of 1877 an acre of 947,471 area remained unculti- vated, causing a loss of revenue of $5,559,400. About 300,000 acres of land were not covered by ^he water of 1888, making the loss of revenue about $1,730,000. This called tbe attention of the Government to seek some remedy for the future. Lieutenant-Colonel Boss, inspector-general of irrigation, has prepared a scheme, which, when properly carried out, will prevent in Upper Egypt the disastrous effects of alow Nile, and will keep many thousand acres in good cultivation. To keep up tbe fertility of the lands in Upper Egypt, two things are necessary: (1) tbe overflow of the red, muddy water on the laud ; (2) the retention there of tbe water for a certain length of time. On the lands under basin or submersion irrigation in this country no account need be taken of manure, plowing, etc. But as tbe millet crop {Holcus sorghum), or sorgho, gives from 66 to 82^ bushels of grain per acre, and as one man can water a quar ter of an acre from a roughly niade well, and thus after tbe labor of four months have 1,000 pounds ot grain on hand, the temptation to raise sorgho is very great. The sorgho crop very rapidly exhausts the land unless the red water remains on It for at least twenty days in the year. The red water is best dnr- ing August; owing to tbe sorgho crop, it is seldom laid on the land be- fore the middle of August. There are three distinct pulsations in the rise of the Nile, called flushes, the first of which occurs in the last week of August, and with this the best red water is furnished. It is, therefore, desirable that tbe lands be covered with water during this period. The flush marked at Assouan on August 24, 1888, was rco,orded at Cairo on August 30. showing that the velocity was 97| miles per day. The second flush is during tbe first twelve days of September, and then the regulators are generally closed in order to force the water on the high lands; tbe water, however, is not so good as that of August : It is to the eye distinctly less chocolate colored and is said to contain only 6b per cent, of the organic and alluvial matter in suspension brought down in August. The last flush is in the last ten days of September after the river has waned, and its level is considerably less than that of the other two, which are about the same. ' SYSTEM OF IRRIGATION. The system ofirrigation pursued in Upper Egypt is that known as the Dasm or submersion system, by which water can be allowed to stand, Xfl IRRIGATION IN AFRICA — EGYPT. and, in fact, must stand, on the land for a determined period of time, as distingaished from the canal system, where the water is brought upon the land by ditches at the will of the cultivator. Two factors govern the formation of the basins : (1) The slope of the Nile Valley as well as of the Nile bed. (2) The gradual slope from the Nile banks to the desert, for, owing to the alluvium brought down, the Nile bed gradually rises. WATER DISTRIBUTION. The present system of distribution consists of directly irrigating canals distributing small quantities of water throughout their course at a very low level, combined with canals running in the hillside hollow which have in some cases been passed on to the next system, but which in many cases flow into the end basin and cause it to rise slowly. Their middle and upper reaches are not irrigated till September and then only by the damming of regulators. The first basin is therefore generally full before the water begins to run into the second, and so on, and there is always a temptation on the part of cultivators to dam the water in the canals and use it for irri- gating purposes before the basins are full, and the result is large silt deposits. The new system, suggested by Lieutenant-Colonel Ross and adopted by the Government, is not to allow the water to traverse the basins longitudinally except where there is a special canal for the low lands. It is proposed to institute a series of high level canals which will not begin to distribute water into the basins until the Nile hfis reached a certain altitude, and will thus be able to irrigate the whole country even at times of low Nile. By this system the necessity of silt clear- ance will be much reduced. But besides digging canals it is necessary to regulate the exit of water so as to prevent damage during high Nile, and for this purpose much masonry work will be required. It was estimated last year that in order to carry out this system within 5 years it would be necessary to spend $4,250,000. The financial administration, being hard pressed for money, has found this sum too great, forgetting that it is only an investment, which in the course of a few years will be repaid by the increase of land tax collected and the ease with which it can be done. The sum actually spent during this year has been about $135,000. There will be allowed for 1890 about $625,000, a sum which is considered too small by the department of public works, which demands at least $1,250,000 for the works of the coming winter. Eugene Schuyler, Consul- General. United States Consulate General, CairOf December 4, 1889. period of time, as r is brought upon ro factors govern ile bed. desert, for, owing J rises. irectly irrigating ut their course at he hillside hollow system, but which ise slowly. Their ber and then only e water begins to temptation on the d use it for irri- jsult is large silt Ross and adopted iverse the basiijs or the low lands. Is which will not le hfis reached a le whole country sity of silt clear- ills it is necessary during high Nile, ired. out this system }0. The financial und this sum too in the course of a iollected and the spent during this Bd for 1890 about le department of the works of the lOHUYLER, Consul- Oeneral. r «0 fi Q •<*. AEQVPTIACUM CUmai OOOAEMI P«dioputu -s*^* SAaPIHENA^ ^^ 1^1 SEPTIMUS-PABAL ELLUg a PAHALELLU8 PER ALEXAN DRUM OlFFERT-tB-EOUINOCT i HABENS-MAXIUUM'DIEI 30| CLIMA-TERTIUM 1 OIFFERr-»B-E0UINOOTIALI-M0H18-» HABENS-MAxiMUM-OIEM-MOR*nuM-l» OlFFERr-»B-EOUINOCIIALI-MORA 1 (^ f^ HABENS HAXiyuM OIEU HORARV. U }, !t Ttl > PARALELLU S-PERjYENEM DIFFERT-AB- EQUINOCTtAUMIORiru MA8ENS MAXIMUM DiEM MORARuM 'i'i CLIMA SECUNDUM 1 ANCIENT EGYP.T Drawn from the map in the Ptolemy of 1508. S^'i.MSSjUHWi'™ IRRIGATION IN AFRICA— EGYPT. 281 f ALEXANDRIAM lALI-MOHtS-J r-MORAflUM-l* ELLU8 CTtALI-HORA 1 ^ J^ lEU NORARV. 13 h H l2PER;SYENEM IINOCTlALl-HORA « M DiEM HORARUH ' i EGFl'TIAN SUPPLEMENT. THIS ItAIYAN MOEBIS* BY COPE WHITKHOUSK. ancient hi8^o^iau8 is complete The soleSlln.^ integrity and intelli|ence of the dazzle the eye and stimulate the imLiStimi of «^nr"''® works of remote antiqnity the .nd phuns of the Western ^^^^'o.'SZ^'VtZZZ'Cot^^^^^^ ^i^^V^^o^^^^^^ be saw during his Visit to down m length from the city 40 miles Its n.lr.fi^L"'*^ ^""^ ''"* ^O"" » ^^Ite, brought and the magnitude of the work i^cJedible Tuf^^ ^'''%T.''''^^'^ "^ ^'^ admiration miles and in many places it is 300 feet in denth Whn*i "J *^V''*^ '« ^^^^^ *« ^e 450 'that considers the greatness of ths undertaking S^5 .ln« ' *^/«f«Fe'" he exclaims, How many thousands of workmen werremnlovLanr "'** ^^^' impelled to ask in completing it ? ' Yet, considering the beneflTi «,w^T "^J^^ ^^""'^ ^«™ spent this great work, none ever could sufflcientlv e^tnl J^ advantage brought to Egypt by the hmg deserves. For inasmuch as he NHe neve K'^'°^ *'' 7^^* ^^^^ t^"th of height in Its inundation, and the fruitfuhiess of Z n f ^ V"" a ''®''^'^*° ^^^^ constant iorm and regular supply this lake was Smprt+ni ^jnu try depended upon its uni- ous. that it might neither immSerSyoTerLrtheTnr"^ *« wassuperflu- stagnant ponds, nor, by flowiug too Utfle nr«h,H.Va h^°''' '^"^ ^"^ <=*'i«« marshes and cord.ngiy the king dug a canaTfrom the NiK t rhlln 'iT %' ^^"^ °^ ^^''^^- Ac- feet ui breadth. Into this the water was alio wl!lL^' l^mxli,^ in length, and 300 other t""e8 it was diverted and turnecTover the o,^?fv.^^^^^^ at stated times, and at *ThVTh1e?Sfg^t%^^^^^^^^^ '''''''-' *" ""^ «-" confirmed by StraL andWnv.'''5rwt th^s^hafthePS^ 1^^ ^^^•"^"^"^ ^°d ^e'-e Herodotus m reality involved the whX Sent worWP^ i"^"" *''^ credibility of books must be hold responsible for thA r?a.l!. ^ , ■ , headers and purchasers of and Cicero, as well as Plato and AStoti! JT1a\ ^'^'^^ "''«''*«'« the sufply. cTsar '°TS,S\°r ^tI^^ nl'Pt'-r^^'l^X *'^ -"'^--ti«n,^althTuS: ^'^'T..^^^^^^ supposed that the ob- everywhere stated that the posi?fon of the ffie hi bInM*r^^^'^r°"'"- ^^ ^«« m this sensn, by M. Linant de BeJIefonds The 7nnn ZZ «'^t'«'^»«t»rily determined, M.\ta'it"ro'ntSd"aa?it"ti^o?w€J;P"^^^r *^«* t'^e --•- of eon identified with widespread geoLS^^^^^ knowtt''''., '''''"1^°'' of Rawlinf with Herodotus, and the currentfeiaXes record,^^ fe * t'^^'^PUKh acquaintance SSl.;^^--* *« «^o- t^at -su^Sn^oSof o'/Sa^rl>,SrSS e'^ Bnf;,d^r5l^prero;^^at?*r^^^^^^^^ which have re. series of experts. Carto^r«X T>^"!t- hi /- "f^***? observations made hv n. ^yei^hrank^^^^ are repr t^^ ff 282 IRRIGATION IN AFRICA — EGYPT. Map of the Fayoum, HhowinK the Ei-J^et-el-Keroun a^d the artificial Lalce M»Hh (from Kawliuson'8 3H -fS^if.,«.-fe^^iiiSAfo£3S6,i, ™> fi^-OHJ!^^ -. ASUfcbr*^ B--**** ».1»i!t . -StJKt lERIGATION IN AFRICA — EGYPT. 283 (rty"2i/?» Ivuwljuson's Britain, docnments have been issnod sliowing that the snggestions, embodieil in little iiiore than a pregnant phrase, are deemed to have a bearing upon the welfare of Egypt, the tuture of Africa, and the imperial interests of more than one great power. "Beside Lake Moeris," said Herodotup, '< lies the Labyrinth. I visited this place and found it to surpass description." Beside the Fayoum and Raiyan basins in their physical con- ditions as developed by the engineer lies an edifice which has some of the romantic elements of the palace of Aladdin. The lamp which traces its walls reflects a thou- sand hgures weird, and yet with many a familiar feature. In its twelve halls are throned twelve patriarchs. The history of one, at least, who dwelt on the banks of the Nile, 18 a household tale on the slopes of the Himalayas and the prairies of the nru®* o ,^"'® V'**?® 8inno«8 passages and recondite researches we may not now enter. The Rabbi Benjamin, of Tudela, points to this "laud of the West" (Pi-Tum), and says: Here is Pithora. Hero are the remains of the buildings erected by our fore- fathers. Jablonski could write, but dared not publish that the Fayaum was the land ot Goshen vainly sought by the modern scholar in the pestilential marshes of Men- zaleh, or the scant strip traversed by the Ismailich Canal. The only questions we are authorized to discuss are those purely geographical points which were outlined by the president of this society in the remarks in which he summarized the issues raised m tbe former paper on Lake Moeris. He assumed that the geographical features set lortu with such detail and minuteness were accurate and trustworthy. Further evi- dence on this point will be duly marshaled and original authorities cited. An exami- nation had been made of all the cartographical evidence from the time of Claudius rtolemy. The facsimile of the map of Egypt from the edition printed in Rome in 15Ua, and similar to several of those manuscripts which abound in the Vatican and otner iiuropean libraries, can now be compared with an official map, stamped with the approval of the International Jury at the Paris Exposition. Ibe undoubted existence of comprehensive and stupendous works, still used for their original purpose after the lapse of 4,000 years, shows what estimate should be formed of the capacity of the rulers of Egypt to design and its inhabitants to accom- plish. It has an important bearing upon current philosophy and the strangely rash and incoherent assertions of rate of progress and development. The wish of your president has been fulfilled. The condition of things in Egypt has brought about a survey of this neglected region, not merely with a view to gratify curiosity in respect of its past condition, but to point out the means of guarding against calamitous results from the action of the Nile. These investigations art apparently on the eve of being turned to practical account, and a part of the surplus of the in\mdation diverted into the Wadi Raiyan. The lesson has already been taken to heart in the New World. The Mississippi and the Rio Grande will yet be treated as the Nile. The engineers who trace back their technical education in geometry to the engineering schools m the University of Memphis are scanning with interest the tradition that makes the patriarch Joseph the founder of their profession, and study- ing with profit the mighty works that were done of old and still endure. Curiosity has, nnfortunately, also been directed to the archreological treasures of this region. Savage attacks have been made upon its monuments, and thousands of tombs rifled with hideous disregard of decency. It tempts one to deplore that so much had to be said, and to guard with jealousy the secrets still undisclosed. It is lor the members of this society to use their moral influence to secure to E"vpt the undisturbed possession of the treasures accumulated in the past, as well as to aid Its industrious peasants to obtain such further benefits from the Nile as will put the Government once more in a position to devote its surplus earnings to the advance- Central Afri^ca ^*''®'^*'^^^*^i° ^*8 borders, and extend humanizing influences through The accompanying map-reduced from the large map l:50,000-prepared in the department of public works in Cairo, succeeds and replaces several smaller maiis, S&airiK'''"^'' """^^ by me or by engineers put at my disposal by the Colonel Ardagh, c. B., B. e., then chief of staff to the British army of occupation, but now holding the high and responsible position of secretary to the viceroy of India was the farst English ofecer to visit the Wadi Raiyan. At the meeting of the British Association in 1887 before the London Chamber Qf Commerce in 1^8, and in the proceedings of the Royal Geographical Society in 1889, he has enforced the impor- tance of the Raiyan depression. It was largely due to his support that the irrigation department consented to further an official examination of this area. The scientific r."^iK°T^iH"" *'"? addition to the large debt which it acknowledges for his topo- graphical labors elsewhere, and his map of the neighborhood of Tel el Kebir. Captain Snrtees, for several years on the staff of the Egyptian army, whose mili- tary services had been fully appreciated, after his return from the mission to Cen- tral Arabia, on which 1 accompanied him, w.-is detailed in 1887 to exafflitie the l-ayoum in the strategic aspect which had been outlined to Gen. Sir Evelyn Wood, and to join me in an expedition to settle the western limits of the two depressions! mm IRKIOATION IN AFRICA— EGYPT. ^ IRRIGATION IN AFRICA— EGYPT. 285 various countiiea of the world fhntth«„«t.r„ v f^V*>rtH, who represented the The remainder was fmin^u a co"nTrv hm iTn^ "^ ^^'"'«)- announced in a volume offered hvVvnfnS England, and the fact of Orientalists in VennTCpwf?f I >1*' '" P'- Leen.aus. At the Congress Raiyan basin in Lrrappi,bfiHheToA the S '*'" ^''^ to en.body" the tico a papyrus in the Dossession of Hr !??«; i r. *^»rope, brought to my no- fragmont stolen fnfm tCrZnifaMir.Hn^ J was readily identified as the whSse probable des™uctio""had long boeamented""' ''''''''' ^" cartography, and wJuYrh^reTeiraiSSrir tl'e^v!;r£ ^- «-"-^r.^"^'^^- '-« -1- «>- -f ^s^iri-e sS ss^SSSSS-^ -'^ contessedy— intended to niiniim^A tii« ^i!,uo+- 7- •^°."'^"''' utliciel a year since, wore actual execution of the prSt T^^^^^^ ^rF'^f^"^ ""^ *^« ^"''^>' '" the mated cost, but must beSwered as^the wnrV n ' h ^""f ".* "^ ^^ P"" ''^"*- °" *^'« ^'^ti" He treated'the death rate of cS-as 7 p^l 000 n"? .1^'"^^ not of the engineer. Sncn?^!i-^£if^-^~ obtained from the execution of the scheme ''^''^"^''^ >° *^° estimate of profit to be knowledge of consructtn Lve*teu pS^ f *"'*^ ^"f I'-^T' "«^ many minor works. If his e8tin.nT«« V.f ^.w ' "^"^'^^'y **'^ t^^e barrage, but also in area of 3,000,000 of acres to be SetUo F^iTr"/ ^''^Se,.>iud even the enorn.ous voir capable of increase his InvalulblereSai^^^^^^^^ *H« ^^^^^ «««''•- examination of the region and further f .nts l,«ll to.ue criticised. His personal Ml^tlT^lfntl'l^eZC^^^^ has, like Sir C. C. Scott- opinion. Hismapof'theFaTonramf^^ P"-'*'°° "' *'^<' expression, of items of great interest especriv tn Ihof f n^.^ P'*'"""!'' \' constantly receiving new vable land was fo3bv mrand brom^ f toV/,'™ T"* V\T J^ ^"'^^ '"«^ «f c.ilti- Governments at a time ^hcKe tf^^^^^^^^ ^riK'tTyetrwhiJh^r^t;„ieiE^^^^ countle. s. gges'ti^r^^^ -^.bit in Paris; as well as striking in its contrasts that it Sunletelv^S •"'f,'"^ ^ Photographs, was so it, the fatal error, so univSly entK^rt'"^^^^^^^ ""1"'"°* all who studied is a sandy plain. The ditftreuce of «^> ,i«l. tl' ^* *\? '^''^''''^' t^versed by the Nile deceptiveSlian thoL map 7u flaV4l ^f 'l^TcrsSli^^^^^^^^ and . therefore far less a natural appearance to the mountains'and valleys "'«^Pe"enccd eye to give of VhV Nirtl,;;;'.',! SiVta tTtl tto''™r!^X,°n S«<>S':«l'5i«al expert, al»rs» ,.a,, I - ' I I i 286 JEBIOATION IN AFBICA— EOYPT. Otttor'8 u.a,ranTth; Cfr'^V ^^*'' '^«««/, aL iniiiiediiite e associates in the goveTnS of ^P^^i^'^^'S''^^^^. th« Khedive ,„d '"Pply of ««eA» or " W Nn«" £^«yP*' *!»« necessity of proy Ul^n' l',? aSafdLTt'feTlsii;T'7L';;°^ ^»«" ^«~*«5^rhin78eirp7erfed w^tr^^'"^."^" «''- a We stream is ™k„own "^ W'l^* •'"'^''^^"e «» «toragrreKirbv aC'* '"'' ao in Jepth, and 18 in h«i„i.f J,^ »8 » octangular buildin/ab;„; 7nf '^•^'*,^^ '^"'^ antiquity, etroa B. C 2000 t*^''^ *^® structure, in all nrol.ni.nT+;; ; ^^'l»'ez. ' j^i'^i^^^i^-^'i^j.mii^uL^ . IRRIGATION IN AFRICA — EGYPT. ortht EftHtorn ■aversed by the eriooked t'lmso mod when the puHl thin work hisiftctif The •»• de Lion— the island aud oniied on Mer- photo existence was indi- engiueer, lent to re- ling with- . visit and isited and in length, . Chipiez, f extreme lituated 5 hun, and lust have e been a 1 lakes or eep sides u island, a tomb, letached nburned d-escape sist auy ef He- hepyra- iburued 287 brick. . The island pyramids may have been of the same material. In any event the stones at Uiahinu ought never again to appear in any argument as in any way iden- tilied with these pyraiiiidH or with the statntH as in situ. It is an elementary rule of evidence, which is constantly ignored by untrained minds, that vou can not disoredlt your own witneHH. I he only knowledge of these structures is derived from the writ- ten statements of Herodotus, Diodorus, aud Plinv. The whole story may be rejected, but It is puerile to admit their existence and then to identify pyramicfs and statuei with extant remains on the upper terrace of the cultivated land, when the only im- portant fact was the indication which the island furnished of the great depth of the ♦' excavated " or "eroded " depression. The contours ol-^ the Kayouni have not yet been completed. It was urgently im- pressed upon Sir C. C. Scott-Moncrieft; in 1886, that hues should be run wlfich would determine the entire area of the alluvial deposit of the Nile, from Assuau to the Med- iterranean. It might have been done without appreciable cost to the Egyptian Gov- ornmeut had mv oflers been accepted. Unless, liowever, an engineer had been lent to me who would be responsible to the Government for any error, neglect, or dis- oliedieuce of orders, the public works department would not have accepted the work as final. Some such survey wi' , it is believed, be undertaken at no distant date. The contour of hiKh Nile, quitting the Nile Valley at el-Labun, passes to the south of Gharag, enters the Wadi Uafyan, encircles the Wadis Lulu and Safir, reenters the Wadi Rahran, crosses the entrances of the Oases of Muellah and Khoreif, aud returns into the Fayouin after girdling an area of 250 square miles. This same contour, of K. L. -fdO, would continue round the west of Gharaq towards the north and east, and then passing westward to the south of Qasr Qertin, turn to the north, and, sweeping out into the desert behind Dimeh to the ancient temple, curve towards the east, an^ re- J ™iilf*T"i fl^ H'/7Hl^/ "f ^^'^ ^'^® *'°"« *^" foot of the hiils which overlook tiio ancient bed of the Bahr Wardan. It may be said Uiat tliis line when it had reached el-Lahun and the cultivated land !,'2rlf'>i*?ri!f «^,l^«"'f«ef would especially if the minor sinuosities were meas- ured, attain a length of 450 miles. The entire basin, thus encircled, would apparently cover over 1 30f square miles, a- 1 a large part of it would be much below the level ot the Mediterranean. This was the immense natural hack-water of the Nile, which, according to Semitic tradition was divided between the fertile province to the north, when el-Hun or i^hiom (the Sea) became el-iayoum (All-iom, the land of a thousand days), and the Kaiyau Moens, or reservoir to the south. If the Arab tradition is correct. King Raiyan invested Joseph with the insignia of prime minister as a reward for about 400,000 acres of land, perennially irrigated. Manetho says th^t this region was abandoned in the religious wars which broke out at the time elsewhere fixed as the birth of Moses. The Birket el-Qerun rose, if uot then, subsequently The Lake of the Horns submerged once more the district of VJenin (Heroon-poiis) to the upper plateau, where repeated use of the word Sen points to Ha Sen (Gesen Goshen), Asenath, the wife of Joseph, and Arsinoe, its Ptolemaic name. Ihose united depressions formed the Moeris of Herodotus. rheregion mightwellbedescribed. In the fifth century l)eforeour era, asa vast reser- voir and back-water from the Nile, with a maximum level above low Nile at Mem- phis, 50 miles southwest of th it city, about 50 fathoms deep, longer than its width extending from north to south, surrounded by the Libvan desert, with an indented coast as long as the smootli sand banks which form the Mediterranean i,hore of Egypt blue, full ot hsh of twenty-two species, with Hood gates at the double mouth of' the canal, whose embankments and clearance from silt annually cost $50,000 (£10 OOO") I'^i"^* '", .1*^'' engineers relieved Egypt from a dangerous flood, or stored up and disl tnbuted the water which entered or issued from the canal. A multitude of fishermen on Its borders were engaged in catching and curing the fish which bred and multi- pned in the lake, while th(( royalty on the fisheries averaged $250,000 (£50.000). Its waters escaped along the hill above Memphis. About the middle of the deepest part was an island. On it were two pyramids aud a tomb. Against the structures were depth^oTthe hike "^'''° *^rones. The height of the pyramids equaled the maximum The Laom Meridia of the Ptolemaic maps— the Raiyau Moeris— is confined to the Kaiyan depression, with an extension into the narrow valley of Muellah. The term Kaiyan retains the name of the monarch honored by Islam, associated locally with the spring in the southernmost bay of the depression, aud closely connected L • deri- Ir?h'«\'l;,'<^fi y^^,"^^^ of irrigation. Moeris, of course, is, like the Latin word mar«, or the English " mere," the exact equivalent of lake. THE aAlYAN PROJECT. +i,Bf ^^^^^ subject of Egyptian irrigation hus been treated with conspicuous thoroughness and ability by Mr. W. WiUcocks, of the Indian public works depart- i 288 ! 1 1 I IRRIOATION IN APRICA-EOYPT. inent, and one of tliM t »i .i.v,,l" °.i'r.'"'"::".' i" w,„i,';„r '"r"ev,'"">;"i i-r ii. The fo fori.. I.y a practical oi Jin,''!'', ""<«-"»rche8 io.l„,;,„i o' . ' i"! "^ftWiiitiou. ti,«v ms however, exnlai„e 1 f af h ''/' '"" ' '«' *» the loiur S '. '' ^'"'^' '"'■^''•' 'rriiu^ by those poriodiculZn !• * '.'«"l>Joct8 to pereiHii,;! ,, if • ' "'*"'" Productive W» tected l.y Uriti8h bayonets foj«/"^''' ''^ *^« ^^'^ter il r'ach'^ ''''f'^o mouths of the railways, or delay it forS'hnf,? ^'.^"T'^^'Mou out of ,t8 u .1 .V ./''u ^^'^''t^i^rs, nr«! tollH whose chnrLterKeen Htated*wf;;'«°' <'"• *''« " '>re ^"1^,'!^"'^°*" *''« ot Sir H. Drniuniond Wolff n,,!} ?.*"*«« with entire ft uiknoss in fh « '*. '^""ect on of Ji'clnde improved inter, ml wafer •^- ^^^^w^^ou. The beSiti of /,'"'?]'*.' """rauces ^ CoOnel If 088 ,rivo8 an r,?. I •'^'""."'""'cation. """elits of the liaiyun schoino deve oped project of the VV^tfe-P^th^ "f'^Pter wh.Vi. . - ■••■ iiiipiuveu internal wnfm. n^riavu. m© benetifa /.p +i "T."'.' "^.'".■"uces ^ CoOnel If 088 lmvo8 an nT,?.!-'^'""."' ""'nation. """elits of the Ifaiyun scheme costs furnish thr^ater1n^ex..f.a? "*^'^'''' ^'therbrrorrow ""'"'''''; -PPlV- Tte pi toitionate demands Kumvr/-^ *? "'," fantastic, and „ ml /^? '"formation J had in months spent in t;rde8eft%h\'h^'''' ^"'^ P^'^atLSo^Se" Ir., '''' 'T' '""»«' form in which it would ,,,<• **''*''' euffiueers, or in Zttf 'lo'"f? their work smooth their nath \ !!v '","»ence the scientific nfi;/- P'^'nff my kuowled-re i ,, ' exec„tionoftSf^;,4" ;;[';^ to efface m^seKnliP; 'j ^^'^ : »"d ^-'uncial woPid and coS 'rT^'^'^^^^^'^V^^^^ °^ *''" n?e •ffc.*'^'" uutrammeled in the ti^C!^s::.d:^^ ^^ wasto ho ^.th picturesque aceideuts'^^e most? r^- ^^" ''^P^rience a rl 'fm .' ^f""'' /"'•'« ^< '^^c:;i2^il:';y-j^SeJIi!r^^ ""^^ a the g,ft to Egypt ,,^, incon.piete unless the i'^j '^mifctfii-.i«M IRRIOATION IN AFRICA — EOYPT. "'• «ir IJ. c. H,.ott. "*iit-ColonH Hon- 'uk, aii.l FienoU i- '^nnati,,,, ,olI«,,,e,i Hi« works curriod K'">L.niI, in sii.tfu. ""y library, fho loiitwl by tl.ow to po'^kH provi.|„H (I "l»'Ilt MIICOOMH for 'With a«i basin irriua. To'luctive. He 'inacooiiipanied ""0 (loposit tho 'K«table matter 'orial Africa, fy of «mod agaiu that this was no funo- tiou of mine, orueoessary part of my work. Thescieutifio uxauiinatioa of tho Moeris problem required but a siuKle visit to ^he untroddeu summit of the Ilaram Medhfiret H-Berhl, wliilo any engineer could be invited and paid to spend 30 days in rnnolng lines of level through the Haret el-Gehenna, whoHo name is well deserved. 8o also the great powers have furnished their ward with a tinancial statf. whoso experience ranges from St. Petersburg to Calcutta. It was no business of mine to obtain the opinion of Lord Uothsohild, the council of foreign bondholders, the Imperial Otto- man Hank, or Sir J. Lul)bock. Two offers were nevertheless submitted. Tho first left to that bureau in the de- partment of works specially created and charged with the expomliture of a million of pounds, guarantied by tho great powers, all the engineering work. My confidenoe and that of the Egyptian Government in the skill and energy of Colonel Western and his staff was so complete that there was little dilUculty in obtaining authority from capitalists to provide the Government with funds as tho work advanced, secured npon the works themselves with such participation in the bonolltsas might be determined. A scale was suggested. The second otter simply accepted tho estimates of tho Egyptian Government and contracted to complete the work on their terms. We would agree to deliver tho Rfti.yan Canal and tlood gates, according to specitioations, for an annual payment not exceeding £50,000 ($-250,000), purclmsable for a lump sum of £1,000,000 ($5,000,000). Tho annual rent was in no case to exceed 70 per cent, of tho net profits obtained by the Government. These otters have not so much been rejected as their final consid- eration postponed. They have been repeated and defined in the " Note on tho Raiyan Project," submitted to the