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RETURN 
 
 (620) 
 
 To ftii Order of the House of Commons, dated the Ist Jul}', 1891. for ii Copy 
 of the Report of Thomas Monro, Government Enguu;er, upon the Mun- 
 cheater Ship Canal. 
 
 By order. 
 
 J. A. CHArLEAU, 
 
 Secrrtanj of SUde. 
 
 Il 
 
 KKPOIIT ON THE MAN(U1K,STKI{ SUIT CA.\AL. 
 
 SouLANQKS Canal, FOnoinef.h's Office, 
 
 CoTEAU Landino, 1 Uh May, 1801. 
 
 Sm. — TJoferriii); to tho acoompanying extract from an Ordc'i- in CoiuKil duted 
 24t.l» Di'co?iiber, ISi'O, iind your IcLtor ot instructions daloil the VMh .lanuarv, ISDl, 
 I bog to enclose herewith a Ueport einlioiiyiiii^ the result of my exaniitwuion of tho 
 Manchester Sliip Canal, in the montli of Fehruaiy of thi.s year, lugeMier with some 
 observations on tlic general subject of canal construction. 
 
 Tressure .>f business has ])re\ente(l my submitting this documen' at an earlier 
 (late; and, as you i re avvare, tho shij) canal iS of such vast e::tent as rendered it 
 impossible to do more than accomplish a rapid ins])ection of its chiet points, in tlio 
 limited tin)e at ni}- disposal. It is hoped, however, that the Report may bo of Home 
 value in directing attention to sevcal matters connected with the construction of 
 hydraulic works on which more extended discussion seems desirable. 
 
 1 am, sir, vour obedient servant, 
 
 THO.MAS MOXRO, 3/; /ws^ C'.£:., <£c 
 A. P. Rk.VDLEY. Esq., 
 
 Secretary ot Railways and Canals, Ottawa. 
 
 Extract from a certified co]n' of a Re|iort of a Committee of the Ilonounible the 
 
 I'rivy C<juncil, approved by Ili.s Kxcelleruy the Governor (general in Council ou 
 
 tho L'4th December, 18H0. 
 
 On a memoranilMm dated 20th Decembi.r. 18!)fl. fron« the Minister of RailwayK 
 and Canals. rei)reseniing that tliere ha.- been strongly suggestcil to him by the Chief 
 Kngin.'or of Canals, tlie expediency, in view of the Doniinion Canal works enlarge- 
 ment now in pingress and contemplation, of obtaining by actual inspection, through 
 one of it« engineers, of some of the gi'cat works of canal construction now going on 
 in England, a practical knowledge of the latest means and machinery adopti'd both 
 for the construction ami nperation of canals built on the large scale ot tie present 
 day; and a most favourable opportunity being now atfonied in the constriu'tion of 
 the great engineering work, the " Liverpool an<l M.anchester Ship Canal," ir. which it in 
 understood that th<' most rocent improvements ate being and will beadojited. it is 
 |U'oposed that Mr. Thomas Monro, an engineer of the l)epartme.'il nf llailw.ivs and 
 (*anals, be sent over for the purpose ot acfpiiring the information to be obtained in 
 this connection — time to bo spent in Kngland not to exceed live weeks. 
 
 The Minister concurring in thia suggestion recommends that authority be given 
 accordingly. 
 
 Tuo Committee submit the same for Vour Kxceliencv s approval. 
 
 .lOilX J. Met; HI-;, Clerk Prioj Coutiril. 
 To tho Eiirht Honourable The Minister of Railways ami CanaLs. 
 flL',;— 1 
 
 n 
 
 H 
 
2 
 
 HKPOliT ON THK MAXOUKSTKIi SUIP CANAL. 
 
 Tho completion ()' the Hhip cimnl will make Maiich^stor praclicall,v a seaport. 
 Vessels of the largest 8i/,e will be enabled to iisoemi from the tidal ostuary of the 
 Mersey and <liHrhai7rn,car^oeH from all parts of the world in tho cnpaciouHdookKand 
 basins now nearly (•onii)leled at Salford, libh miles inlarnl. 
 
 This Ljroat sijhemo owes its orii^in to the business foi-esi^ht, enerity and wealth 
 of Mancho-itor ; its main object boin/jf to ciieapen freights by avoiding the excessive 
 bi'rboiir dues of Liverpool — the cost of extra handling and cartage — and the heavy 
 railway charge>» on good-^ l>otween that city and Manchester. From the beginning 
 of the enterjirise it has been considered by its promoters an established fact that, 
 when the canal is opened for traffic, rates of freight and marine insurance on foreign 
 consignments to Manchester will not exceed those to Liver])n()l ; and the saving thus 
 otfocted will bo available for divisif)n between the Canal Company and the owners of 
 cargoes. The probable proceeds from this source will, it is stated, provide remuner- 
 ative rates for the company, and result in a saving of at least 50 per cent, (see 
 ajtpendix) on the present average cost of transportation between the two cities. 
 
 The importance of such a reduction cannot be over-estimated, especially in the 
 present condition of trade. The very existence of numerous industries in tlie dis- 
 tricts around Manchester is dependent upon cheap transportation, now that the rate 
 of carriage bears, in many cases, such a disjiroportionate relation to the cost of the 
 commodities themselves. It is said that the duos .it the ports of northern P^urope, 
 and the canal and railway rates between these ports and the interior (esneciaily in 
 Belgium) are so very much less than those which the trades of the Mancnester dis 
 tricts have to pay, that all their industries are greati}- overweighted in the compe- 
 tition which they have to meet; whereas tho ship canal, when built, will go far to 
 place them in as good a po.sition as their continental rivals. 
 
 Li brief, distance from the .seaboard is now exerci.sing a marked effect upon the 
 prosperity of hitherto flourishing inland towns. l*rnximity to the coast means 
 progress, whereas long railway cariiage to a shipping point, with its attendant cost, 
 will practically |)ut a juanufacturing centre out of tho race in these days of fierce 
 competition and narrow margins. 
 
 Those statements aro irrefutable; and the magnitude of the interests involved in 
 the construction of the work in question maj- be conjectured from tho fact that 
 within ji radius of 45 miles from Manchester there is a population of nearly eight 
 millions chiefly engaged in manufactures. The prospective traffic of the canal daring 
 the secoml year after its being opened is estimated at about 4,500,000 tons, the 
 revenue from which, would enable at least a four per cent, dividend to be paid on a 
 capital of ,'J 10,000,000 and leave a considerable surplus for reserve or sinking fund. 
 
 As might have been expected, this enterjjrise was strenuously opposed from its 
 inception both b)- the iJovk Hoard and CorjKiration of Liverj)ool, and the various 
 railway companies intert!sted. About £1.^)0,000 had to be spent by its piomotors 
 before the Acts authorizir.g construction on the present plan were passed; and 
 even now the works are hampered with conditions whieh have greatly increased the 
 cost of the underlaking and may injuriously atfect the future operation of tho canal. 
 
 If, however, the scheme is siu'cessfully carried out, it will afford a striking 
 example of what a groat English manufacturing town can do, relying solely upon 
 its own resources, and wholly without Governmental aid. Its construction will also 
 afford another proof of the fact that no railway can compete with a canal of large 
 dimensions in the cheap carriage of heavy goods. It is stated that even the Bridge- 
 watei- Canal Cnavigated by barges of only about 50 tons) carries 00,000 tons of traffic 
 per mile per annum, whilst the average of the railways of England and Wales is 
 only 17,000 tons. It ))ays a larger divideml than any railway in the counlry, and 
 has* been recently acquired by the .Manchester Ship Canal (-onipany at a cost of 
 £l,'750,O0O. The Leeds and Liverpool Canal, worked independently of the railways, 
 paj's an average dividend of over 18 per cent. 
 
 place 
 
>t 
 
 a 
 
 of 
 
 Tlio liistory c)f'tho inci<ptioi» uiui jiro^rcss, so far, of the Miinehester Ship Ciiniil 
 is very inkMesliiig ami iiiHlrintivo. The capital oiiginully ronsidered lis being amply 
 Huftic'iint for all puiposus connected witli the eiitiro cctniplotion of the undortaking 
 wab 0" Xov'Oinber, 1H86) sot down hy uii advisory eotnmittoe composed of able and 
 expprifni'od men at 8i>,812,0(in. it was then stated tiial the cost of the works would 
 not exceed ,€5,Tr)(i,000, and tiiat the sum of CS02,U.'!H should pay for all land and 
 damages. The Biiilgewutei- Canal to be accjuired tor the sum above mentioned, the 
 average not inconu' from this being set down at .C*!it,000 per annum. Forty thotisund 
 sharolioldi'is slDwed what contidonce the public had in the scheme; and for the tirst 
 thrci' years after tlie commencement of the works, the progros . made was almost 
 unparalleled. But the death of the contractor, Mr. Thomas A. Walker, had an imme- 
 diate etleet upon this rapid rate of progre.ss ; the works were not so vigorously 
 ])ushed. although tlioy were to have lieon com|>lete'', under a heavy penalty, in throe 
 veais. Then the rale of wages jidvanccd from liO to 25 per cent. — the winter frosts 
 ot' 18M0 were phenomenally severe, and the heavy floods of Xovemlier did nuich 
 damage The result of all this was, that, on the 24lb November, 18'J0, the directors 
 decided lo take over the works upon certain conditions, and in this way avoid 
 litigation with the trustees of the contractor's estate, as well us ])lace themselves in 
 a position to carry on operations untrammelled by tlie existence of any contract 
 wliatevcr. 
 
 At a half yearly meeting of the shareholders, held in Manchester on the 4th 
 February last, this action was unanimously approved; — although only generally 
 known then for the tirst time. In readjusiing matters connected with Walker's 
 contract (undor.str.od to have been originally for the sum of £5,750,000, with schedule 
 prices attached) an addition to this amrmnt was granted, for extras and unfore.soen 
 items, of £865,753, (see Appendix) whilst that expended for land and damages up to 
 (late was found lo bo £1, 022,131)0 In short, the funds >vere confessedly oxliausted, 
 and the announcemeht was authoritatively tnade that unless reliet were at once 
 forthcoming, operations must soon entirely cease. An appeal for help was made to 
 iie Corjioration of Manchester, which was promptly and cordially responded to. 
 ICstimates were made by the engineers of the company, showing that the additional 
 Mim re(|uire(l to complete was. say, £1,700,000 ; l)ul before extending the piomised 
 aid the C\>rporation wisely had an independent enquiry made by their own engineer, 
 which resulted in this amount being increased to about £2,500,000. Steps were 
 taken to obtain tlio requisite permission from Parliament to advance the money. 
 This power \vill be granted almost as a matter of course. Thus this immense 
 imdertaking will probably lie completed at :. cost of about .jC12,500,Ot(0; or, say, 
 802,500,000 — a niuch larger sum than that hitherto expendeii on all the Canadian 
 canals, which is shown in the last iie[»ort of the Department to have been, up to the 
 .'{Oth of June, 18S9— 4J54,5'.>(;,]S8. 
 
 There are, however, physical ilifBculties to be contended with in the operation 
 of this canal, whicli may |)rove more formidable than those of financial origin 
 already experienced. Indeed, of the Manchester Ship Camil,as a line of navigation 
 .Miitable for ocean vea.sols, it may be said that it is an experiment on a gigantic scale 
 — one which it is hoped may fully reali/.e the expoctatujus of its supporters — but 
 stili an HXi)oriment, l>ecause there are eonditions met with whieh it is bolie\ ed do not 
 exist elsewhere in the same degree on a first-class line of navigation. 
 
 For example; the admis,sion of tidal fluctuations into the lower two-thirds of a 
 lock canal must prove a source of trouble in the movements of the large class of 
 vessels which it is intended to accommodate. It is also obvious thai the up])er 
 or inland portion between Lat<hford and Manchester, which ab'jolutely takes the 
 place uf the Rivers Irwell and Mersey and their tributaries, will act as the main 
 drain for a largo area of countr}', and must bo subject to sudden and objeptionablo 
 variations of level. The surplus walers ol tlii^ region liiUiorl(.) t<jund ilieir way slowly 
 along the winding courses of the rivers to the estuary, periodically flooding large 
 areas of land along their margin. Now, however, iho straight and deep line of 
 " canali.sed river" will (juickly carry all this oft". It is said that during tlie heavy 
 
 62a— li 
 
floofirt of last Novi-mbcr, nlioiit HO.OOO cubic I'oet per sooond wnw tho mnximiim How 
 into tlie fnr\iil over tho woir at Timmtlos' NchI near .MaiicheHt«>r. Tho rnlv ofciirront 
 which iiiiiHt oiiKHo tVdrii the p!insn;;t' of even ono-halT ot'Hiich a voliinif as this caiiin'l 
 but titi HcnoiiM ovoii vvlioii tiio caiiai Ih complotoil to its full crosH-soctioii throiiichoiii 
 ami all th(^ sliiii'cs arc in position. These didiciiltios will, of foiirHe. iio only of short 
 duration and cx|)cricncci| at connidcraldo intervals; still, when combined with those 
 of the tide, they will render the naviifation mmdi more diliicull than that of the 
 Welhmd or St. F/iwr(Mice (finals, where eaeli is arran^^od to admit just as much 
 water as is re(|uir(«l for satisfaetory operation unil no mcjre. 'I'ho tluetnations of the 
 lakt^H and rivers do not soiifutsly interfere with their safe W(>rkinj^ atid the lower 
 enlranf'os are not, ombariasscd by tho continuous oscillutions of ti(ieH. It may ho 
 said, at this p(;ini, that the olfcctivo, rapid, ami safe navigation, through hicU canals, 
 of vosM(d[i of 2,0lHJ tons is no longer a problem for solution in Canada. Tiie praeli'td 
 experience possessed .)n thin point does not, however, exist in lOngland, where uji ti> 
 the present lime, tliu largest mivigiition has been for bargot* oi about 800 tons — I'Ui 
 by far the greater length of the aggregate of 8,000 miles '>f eanal, sai<l to exist iii the 
 [Jniteil Kingdom, is for boats ranging from 25 to 50 tons burthen. 
 
 There are, however, some points in the conslructioii ot the Manciioster Ship 
 Canal which are worthy of lull consideration. Thoise will b«! alluded to in thoir 
 proper order. 
 
 With these few prefatory n^marks it is now projiosed to briefly describe the 
 canal, its structures, arrangements for its future operation, i*cc., &c, Tlie following 
 (Icsci iption is takeii chiefly fi'om a paper printed for circulation wlien the Kourth 
 International Congress on Inland Navigation was lield at Manchester lust year. A 
 copy of this pjiper was furnished by Mr. Williams, M. Inst. C. H., Kngineer to tlie 
 ('anal Coni|)any ; and is the only document obtained from him during the time of 
 the examination. . 
 
 The lint! of the Shi]) ("anal leaves the Mersey at Easthuni, a point on the south 
 shore of tho estuary six miles above Liverjiool. and where a deep water channel 
 ajfju'oaebes tiie lower entrance. It is intcniied to dredge there to a depth of 8ti t'ect 
 at neap, and 40 fact at spring tides, so that large vessels can enter tho canal during 
 a great part of each tide; and vessels ol' moderate draught almost the wliole of eacii 
 tide. 
 
 .\t Kastliani there are thii-e entnince locks siile by side, of the following sizes in 
 the (diainber ( 1) tiOO feet by sti feet; (2) H5U feet by 50 feet; (3) 150 feel 
 by 80 foot. There are also two sluices of 20 teet wide each for assisting it; filling 
 the canal — the surface level of which will be It feet 2 inches above the old <loek sill 
 at liiverpool, or about the level of moan higii water. 
 
 At all tiiles above the orilinary level of the canal, idl the lock-gates at Haslbam 
 Hie intended to be open. Sjiring tides will rise from 5 to 7 feet over ordinary 
 level of tho canal in its tidal portion, whicli extends to the next group of locks at 
 Tiiitelit'ord, a distance of about twenty-one miles. 
 
 riio length of tho canal is, as before stated, thirty-five and a-half miles. From 
 Latclilord to Manchester, foui-teen and adialf miles, it will be tilled with the w;itcrs 
 of tile Mersey, Irwell and other rivers. The level of canal surface is arrange.! sons 
 to take all the water, and thus form the main drain for a \tyry large extent of coun- 
 try. Therefore, at each set of locks, largo shiicos are provided to<b'al with the flood 
 and surface water. .Meps are iieing taken to purify the waters entering the canal, 
 which are now in a very jiolluteil condition. 
 
 From Fiastham, the canal is for 12 miles ol' the ilistaiue inland, and nine miles 
 along tho .'stuary. Fmbankments ijrc. therefore, formed across tho baj's, iVc. Where 
 the foundation is clay, these are formed of clay heart i;ig ]irote(tod by heavy st(Mie 
 work. In some places where the bases of tho embankments ;iro on saml, close piling 
 is driven on each side at tlie foot. At Runcorn a soa wall of concrete is being built 
 instead of an embankment. 
 
In .'uldition to the locks mikI sluicos sit Kit-tluiiii, :in<l in onlcr \u permit of tho 
 tide lluwiiii; tVooly into and oui ot' llio tiisi ifucli of tho nmal, iwo openings, oiicii 
 about (JOO feet wide, have beon formed in tlie north bank. Ono ot tlicHo ih at Klles- 
 mtMV I'oil and aiiollicr alnng.,id»' the .sliiicos o])posiie tbo IJiver Weaver, Tlifro an- 
 ten of tbo80 HiuiccH, .'51) fcol wide, to allow tin) water of tlial river to pit-- out ot the 
 canal. Tlu) >luiees will also lie used l"r tidal flow. 
 
 Tbo canal pasM-.s Uuncorn under tbo viaduct of tlie London and Norlll-\Ve^t«rn 
 Railway, and leave-i Ibe .Merhey by a deep cutting, appr<i;u bint; it again at '' Obi 
 J{an<llc.>^," where two .'.(ifoel "luices li:tvc been built lo enable tbo tiilal water to bo 
 let into or oiit of the canal. 
 
 liotwoen EaHlbani and Ijaiciil'ord, the miidmum width of the canal at bottom is 
 I'JO feet The depth at me:4n high water in 2t; feet. The surface width varies with 
 the side slopes. The locU sills are placed 2H feet below water level, to jillow ol a 
 future deepening of the canal li}' dredging. 
 
 At Latcliford there are two locks side by siile — the larger ont> being (JOO feet by 
 (15 and the Minallor one 350 feet by 45. At Irlam, .seven and a-half miles above 
 Latebford, similar locks arc nearly constrtu'ted, as well as at Marton, two miles above 
 Irlani.and at Mode Wheel, thivc and a ijuaiter miles from Haitoii. These last -named 
 loiivs torni the entiance lo ,he .Muncdiesler Docks, whiidi extend one and a quarter 
 miles ahove .Mode Wii ol. 
 
 The total rise from the onliiuii-y water level of thecaiuil at Eastham to the (looks 
 al Manche.xter is )!(( feet (! inches. This rise, divided amongst four locks gives an 
 average fif about 1") feet lA inches. All the lock gates aie constructed olgreenheart, 
 a very hard wood iru|>oiteil from I>»Mnerara, which has been found by e.xperieneo to 
 be exceeilingly <lurable ; and the gates are said lo be le^s liable to<lamage than those 
 miuleofiron. The gates are worked by hydraulic power, provided at each set of" 
 lo(ks tjio enirirujs and m.ichinerv of whieh are bein'f constructed bv Sir W. ff. 
 A^m^lrong, .Mit( ludl it Co. 
 
 To let oil the (iood and surplus water, sluices on Stoney's patent are provided 
 at each set of locks. These are .'!() feet wide each. Tiiero are tour at Mode Wheel 
 and Barton, and live at Irlam. At Latebford there are oidy three; as the tlood 
 waters of the Mersey will tb)W down the river channel ibroiii^h Wanintclon, from 
 the ]>oint above Laicdifonl where tlie canal leaves the riverand takes jin indepeiuient 
 course inland. 
 
 The railways are crossed over the canals by high levtd bridges. Of these there 
 are five, viz: — Tho Jjondon it North- Western ; Tbo <<reat Western; Warrington \ 
 Stockport (2) ami t'hiishii'O Lines (Liverpool and Manche>terj. The (dear iieadway 
 for liie railway iiridges i> 75 teet, which is tho height of tho underside of tlie Jtun- 
 coi'ii viaduct over the water in the canal. Tho total length of railway diversions is 
 eleven and a quarter miles, and the viaducts are mostly on the skew with openings 
 varying from 2(i(j to i;{7 feet. In some cases a new lini' had to be fo; mud on each 
 side of the canal to the mnv crossing. i''ioiu this it will lie observed thai the (pies- 
 lion of railway divei'sion -A-as a formidable one to deal with, and added greatly to tho 
 cost oi the undertaking. The embankments ol approach are very high ami swallowed 
 up va>t quantities of material. 
 
 There are two high level andsix swing road bridges between Kuncorn and JJarton. 
 The spans ol' those bridges are in all case-^ not less than 12t) feet, the full navigable 
 width (}f canal being retained. The minimum headway is the same as for the 
 railway bridges. 
 
 The swing luidges will be worked by hydraulic power, as well as the moveable 
 aijUeluct which will eii.able boats to pass across the Ship </aniil at Barton. This 
 will have two openings of '.lU teet each which will be crossed by a long iron caisson 
 
 Ol- 
 
 trough resting on a central pier. Th 
 
 w 1 1 
 
 til! 
 
 will 
 
 water lo the 
 
 same depth us the Bridgewater ('anal, and boats will piiss through it over tbo 
 Ship Canal. The caisson can be mano-uvred like a swing bridge when re(|aircd 
 — tbo water being retained in it by lifting yates at each end. Similai' gates will 
 cross the Bridgewater Canal at the approach to this caisson to retain the water 
 
ill tlint niiial wlien llit* nqiiO'IiK I is i()>flii Tin- liocljs at ^faiulii'tttrr will liav« 
 all iirc:i of wati'i •^|^al•(^ nt 1 11 iid'OH , tin' ait-a (if i|iiay f*pac(' heinii' iri2 ai'iv. The 
 lerijitli of <jiiayi will In- T),^ niilot*. At Wanintjion, a (lock is |)i-<>p<)HU(l to bo ron- 
 »*trinft'<| ofan area of "J.! ni-ies. At I'ariiiiLCton the cjnial is wi'lciicd out to allow 
 btfaiixTK to lii^ oil t'itliiT hido ; and l>raiicli railways will he (Mii.Hinicitd will. Iiydiaii- 
 lic coal ti)>!* to acC'oiiiiiKKJatc the iitidc. 
 
 With tlio tiHo ot till- oloetric li^^lit the taiial can l>o navigated at night. It ia 
 oxpoeted thai tlie whole length oi' the canal can bo travorued in uhonl ton (10) 
 hour 
 
 hecn tyund, mihI l.'tii.OtKt bricks poi- week have been made at th«' < ontractoi's l)i'i(d{- 
 yard near 'riuiwall. Laiyf ([uanlitii's have alu) to !»«• bon^lit, as about 7(>,(Mi(t,(((H> 
 will bo used on the canal. The gra-vel and sand ar»' being used iJor cunerete, of 
 which l.li.'ittjiOO (a million and a quuiterj yjirdH aio rc(juired. 
 
 r'oiicict"' has bot^ji useil wherever prarticablo in dock and lock walls. Tho 
 copings and liollow (juoiiis are of < oriiish granite, while bard sandrttonc fiom 
 quarries in Yoikuhiro, i>erbyHhiro and (Micfihire, and liineHtono from Walos, are 
 used in other portions of the work. Tho lower portions ot llii> dock and kick walls 
 are formed of concrete. At tho water level, granite or limi>sfonc fender cour.ses 
 slightly projecting from the face of the wall ar/- iiiHoitcd to protect the <-onciete. 
 Above this lovd the conciete wailh are laced with bri(d<work. Culverts are built 
 in the upper parts <d' the docdv walls for hydraulic and gas mains. All the brick 
 work is taced with blue bricks. The total amount of bri(d< work roi|uired is 17.'),U(M> 
 cubic yar Is, in addition to ^20,0(10 cubic yanls of masonry. 
 
 I'Vir tin.' oxcavalion of the cMiiul nearly KMt sicaiii excavators of various tyjiea 
 have been enii)loyed, (sonie of w.dch have been constructed in l-'ianceand (iei'iiiauy) 
 am) to convey the earth lo tho spoil grounds and for other purposes there were em- 
 ployed in ISi'O, 17 < small locoinotives : (J.liOO waggons and trucks; 'J2.'J miles of 
 r.'iilway (4 feet .^A inches uaugc) having boon laid alongside of and in the bod I'f the 
 canal. 
 
 Tho rate ol i^xcavation has varioil from 'I to ) j million cubic yards pj'r month. 
 As much as 2,400 cubic yards have boon o.veavated in ten hours by thetrciraan 
 excavators, but their average work would bo less than 2,0(Hl yarils. Like the I'reiudi 
 typo ot'oxcavalois. tlie}' tire land dre(lges suitable only tor soft hoil. The hiiiglisli 
 exi'avatois have in good s(dl at times reached nearly 2,00(( cubic yards per day, but 
 their average in all sorts would be about 7<'0 cultic yards. Tliey are, however, 
 capable of excavating very lianl material, and even lock where powder is used 
 ahead of the excavator. There were 1!)4 steam cranes, 182 portable i»nd other steam 
 engines and 201' steam puiiii», employed upon the work.-, ai,d they c(mhumiil about 
 lU.OOO tons ot coal per month. 
 
 The deepest cutting is ne.-ir (lunconi, where for a short distance the depth is (lO 
 feet. The largest cutting is at rjatchtoni, where foradistance ot" lA miles the depth 
 aveiag' 8 5") feet. 
 
 Tho slopes ot'the cuttings vary willi the nature of the soil iroiii 1 to I to 2 lo 1. 
 In the rock cutting tho sides are nearly vettical. 
 
 The total amliunl of excavation is alioiit 4t;,ll00.(l00 cubic yards; Ifl.OOO.OOn of 
 which is .sandstone rock. The spoil Irom thct ("iintd is used in tilling up the river 
 bends whi<h are cut off by tho Canal and in raising the low-l.ving lands near by, ><.> 
 as to make them available for use as shipyards and other purpose^. 
 
 Of the ;{r) V miles of canal, 15 are curveil and 20A straight line. The sharpest 
 curve is at Kuncorn. and has a radius of ;5(> chains (1,1180'). 
 
 It is not considerecl necessary, for the |)Uiposos of this Report, to refer in iletail 
 to the stntill navigations tributary to the .Shiji Canal, further than to say that they 
 
will provo m()8t valiml'lv fet'ilor.H to its inuli'. Xcillior in any |iartioiilar li-foronue 
 r«(|uiif<l In lln' v»ri<»iiH lailwiiv •TD^HiiiHjs. Tlu'V have achiiMl i^matly to tln> ttost of 
 tli»> Canal, ami it i> saiil tliat tlif railway coinjianitH ( who wt>io all ainiii,' anlayoiHKtie 
 to tin- (■I'lit'iiu'j iiinistt'd on tin- vai ioim worU-N conmM tot! witli iho (l«\iativ»ii li«'iii|f 
 can it'll out in tin* most costly niaiiiinr. The vuiilucts ai'o |»nrici|ially laiilt oi hiick, 
 aii<l as they gciiorally crows th« canal on the skew, wiilo and cxpcicivo spans were 
 neccHsary. 
 
 The al'cvr- itjsunn? ol' tlut principal itunis ol work will give a pretty fiiir iilea of 
 the iiiiigniliiilo of the iinilertaking. It is now proposed to pass rapi<ily in review 
 the cliiel' |ioinis iii cotistnictioii as they p?esenle(l llicinselvos to the writii- diiring 
 the month of j-'oliniary last, the greatn- part of A'liich was spent in making a close 
 exaniinalion of the canal, ft was tiaversod on foot trom end to c'lid, paiiicular 
 attuiilion hoing given to the locks and other impoitant stnictiiies. 
 
 The tirwt feature which strikes the eye of a Citnailian engineer is the absence of 
 towing paths or hcrmes in the cuttings, which are often tifty feet deep. The slope 
 is generally steep and alway- contiiuious fr< ;. top t ■ hotto'r. 
 
 This plan has douhtless been adopied t; in econmii' ; 1 motives; as it serves to 
 lessen both the amount of excavation and the ai • of land re<|uircd. H it it {h 
 i''\] sly a defective method of eonslniclion, a- w. iioul towing pans or I ei incs 
 tliere is no way of stopping or mooring vosseis im the cutp, or of passing along 
 rapidly with moans of help in case of collision (u* other ai'ciflcnts. It is also elcar 
 thai in tiaversiny the vaiietv of soil- above enuim rattMl there will he, in inaiiv 
 tasi'S, a tendency to slide winch would be tneasurublv diniini'.i.. ' hv llie ton, :ition 
 Ota berme- about lialt way down the cutting, or near the level of oidinar^ water in 
 the canal. As a matter of fact there have "oeon numerous slides already, and means 
 are being deviseil to prevint their recin lenco on a more ovtended scale Ity tilling up 
 the ^aps with stone, )>l;iniing osiers, \c. The -nnd'^tone pitching ot' the slopes docfi 
 not ajijiear to be of a clKiractor to resist jiormancntlv the wa-h of ocean steamers, if 
 they shoidd perlorm the trip from Kasthain to ^fanchester in the time expected, 
 viz., 10 hours. It will probably take lui an average threc-(|uarter8 of an hour for a 
 Large sjiip to get thi-ough a loek and as there aio five cd' these, the speed at whi(di 
 the Canal pai't (d' the voyage woidd have to be made woidd, even with tliel;irgo 
 cros.ssection ot canal, cieate a wave that wouhl pndiably peel otf the pitching in 
 many |)laces. The general impression given was thai the side slopes are 'oo steep 
 lliroughout. 
 
 As to the shifting of material, it is evident at a glance that jierteet organizatit>n 
 existed for the exeiiition of thai important part of the svoik. The coiilracioi's e<juip 
 iiient of loconiotives,'cxcavators, oars, steam piimp.s, railway tracks, liglitiuir, huts 
 for the workmen, and all the detuily connected with the operations showed a com- 
 binntioii of skill ami foresight which only long experience combined with rare aldlit}' 
 could give. Some idea innv be formed i^t'the extent of the opt^'ations carrie<l on l)y 
 -Mr. Walker, when it i-' stated that the value of the jilaiit owned b^'hinijOn thi:^ eon- 
 traot alone, was valued at about a million sterhn;/. 
 
 There is notliing particular lo observe in tin methods adopted of taking out 
 either the ro(dv or earth. The railway tracks have, it is saiil. a maximum ineliipo of 
 1 in i!(t, which was found to be the pra(ti( al liiuit of economical grade.-. The haul 
 is in many cases very loni; — several miles, but from all that could he learned it d(K.s 
 not appear that earth excavation costs on an average more than !50 cents per cubic 
 yard. Ueiiable information on points counecttd wi'b >alue> was ih>', however, 
 obtainable during the lime ot the wiiter's visit This will be readily ulidcrstood 
 if the embarrassed state of the Company's affairs and the partial confusion conse- 
 quent upon a sudden change of management arc taken into consideration. This 
 remark also applies to the difficulty exjiericnced in trying to understand several 
 
iiinttcrs without ;in<.'h help tK is i' luilly !it!orde<l, j)ririci|i!il!\" owinir to llio fact tli;it 
 the lime of tiii' Eri^^iiiuei .sioined to ho iilinost vviidlly tiikon up in making estimato?) 
 ot work I'cmaiiiing to be done in onler to fully complflo the canal. 
 
 As i,ri'viously slated, tlu; sii U's ot' t ho rock cul.^ aro noaily vertical fron' top to 
 bottom. Soiuo ol'llio-e aiososmooth that tho sand^tono looks as if it had hoon planed 
 off. A very good idea of iliis can lie t'oiined hy ex;.ndning photograph Xo. 22, of 
 the series attached, which shows ailmirahly the wavy sti atiticalion of the ioek in 
 the cutting near Inc<^ The titoani .-hovol.s used there wore of sutlicient power to 
 remove tjio rock ea.-iily w 'leii loosened hy hhc'linir in advance of the niaclunes. InxMne 
 cases over 5(1(1 (ul-ic yardts of thi.^ niattiial ^'as lakcn out in ten hours. The iiii^fon 
 Proctor inacliine .-eems to have been a favourite. Time woukl not permit of a clo.se 
 examination of the varieties employeil on the work. A list of the manufacturers, is, 
 however, a|ipendod to thih rej)oi-t. The earth waggons wore of a suhstantial class 
 and in c.vceliciii condition. Tlcy hold about four cubic yai'd- each — lliOic being 
 generally twenty ca!'s to a train — sometimes more. The locomotives wore <if the 
 UHUul eonh-actors' type, osting from ,i;i,(tO0 to £1,2.")0 each. 
 
 A largo ])art of tlio earth was used to till in the old river bed, as previously 
 8tat«*d. In many places it was hauled in large quantities and for long distances to 
 rnukc up the new railway cmbaidiinent- ; iiiul in some places enormous .spf>il iicaps 
 are formed, one of which, near " Slaidow (Jutting, ' ap])ears to reach an elevation of 
 ubout 100 feet over canal bottom. Tliose features give ai; impression of magnitude 
 botncwliat like that ])rodiiced on looking south tVom Allaidjiirg through Iho dcej) cut 
 on the Welland Canal. The laie of prog. ess has been previously statiMl at an aver- 
 age of about one million cubic yards [ler month, i'his, it is said, was kejjt up for a 
 considerable period. The foice employed sonuUim's reached the large number of 
 liO.OOO men and lioys. .Small villages of huts were erected for their accommodation 
 ut convenient points along the Canal. 
 
 It is now proposed to look more in iletail into various points of consii uetion 
 which may be found useful in considering future j>lans connected with Ihe com- 
 jjietion of our canal-. The numerous drawings accompan^'ing this I'epori show 
 clearly the dimensions of several ot' the locks and sluices, and a description of the 
 chief features of one set will siMve tor all the rest. 
 
 All the lock.s and sluices on the canal are founded on red sandstone ri)ck. This 
 is, of cmir.^e, a most im|.ortant pi>int, and n:u>i have larg-dy contributed to s.ive the 
 works from more serious in.jury tlien they appear to bavesustained during the floods 
 of last Xovemb(M'. The rock where it forms .he chamliei'-floor is ludlowed out into 
 the ^haj)e ot an invert. In sev-vtil cas(>.s the walls were built betore tho central 
 portion or core of ruck was excavated; this seiving. meanwiiile, as availnlde space 
 on which to depo^it materials, make roads, and, generally speaking, to got ii'\r the 
 work, and thus save a large anmunt of labour in hoi.sting. The walls throiigh'Hit are 
 of concrete, with bri(dc facing above the level of the lower reach. They are not 
 <lesigncd of much greater thickness than the dimensions usually given to those of 
 masonry. The width of the dividing wall between tho two locks at Latchford, Irlani, 
 Barton and Moilc Wheel is about !{0 feet, hut it is pierced by tilling culvi'iis ut' 
 large dimensions. o..e tor each lock. The top width of the wall give.s ample ronni 
 for working operations. All the inland locks are arranged with a third or middle 
 gate so as to economi/.e water for tilling, iis well as facilitate the ]i!issage of vessels. 
 The large lock, (iUO' X <;')', can in this way bo made 4r)0' x Gj' or 150' x«5'. Tho 
 smaller' lock- alongside, 45(1' x 15', can be niade ei'her ;-',;>0' x 15' or 120' x 45'; so that, 
 in all, >ix ilitVcrent <i/.ed vessels may be .served as occasion requires by two locks. 
 Tho amount of lecd saved will, of course, depend uj)on tho total ti'affic and the pro- 
 portion <if small craft which will use the canal. Tho temlenc^'in such a trade will, 
 however, be towards an ineiease'l si/,i\ ot' vessel. If it has been thought advisal.de to 
 incur the c:;pen.se ot' extra gates, mainly to save feed, it should be boriu; in mind 
 tiial the demand for this must increa-e whiist the supply cannot be augmented ex- 
 cept by storage, which in such a densely populated district would be a voiy costly 
 
affair. It. is said, howevor. that the siiiiply ii^ amiilo, and it is presumod thnl this 
 qvierili'm has lifoii plaood lieyniid a doubt. No siiidi oloinciit entoi's into tho calcula- 
 tions *or oiir canals — tlu-ii siiiijily i- I'onstant and praclically inoxhaiisliblc. 
 
 On tho Ship Canal the uppiM' i^alcs arc placed on a breast wall torn»in;j; a hori- 
 zontal arcii. Those gates are, llieielore, not nearlj' so high as the lower ones. This 
 is an old arrangement, and is obviously better than the j)iesent mode of having all 
 the gates of the saint' beighl at each lock as on the Xew Welland and S'. Lawrence 
 Canals. Many ol' the accidents which occur in navigation arise from vessels strik- 
 ing the upper gates when tdosed on the reverse side of the mitre, by which they are 
 pushed apart and then at once swept out of position by the rush of water — great 
 danitige b'>ing al>o generally ilone to the vessel, and sonielimeH to the I'eaches below. 
 Bui with a breast wail, a-^ on fhi! .^nip (.'anal, the upper gales are out of danger, 
 because a vessel may slriko the wall but cannot tniuh tic gates, which are, therefoie, 
 .safe from the fruitful source of ilamage alluded to. There is no timber whatever 
 in the foundation of the locks or retaining walls. The mitre sill platforms are of 
 stone, and the g.a'.es shut auainst nui>sive sills of graniie. 15y the introduction of 
 masonry inverts great stabiliiy ir> securt^d. 
 
 It is not neces.sary to describe the brick facing of the locks above the rubbing 
 coui'so of granite which is carried all round at about the level of the surface of tho 
 lower reach. Such a method of construclion is entirely unsuited to our (diniatf — 
 and a]jpoars liable to be destroyed if struck heavily by a vessel. It is j)resumed, 
 liowever, that the plan has been ijrac'tically tested beftire being adopted in -mdi an 
 important position. As a gent'ral thing it may be said that all the works connecteil 
 with the locks, sluices and other struc.ures of the Manchesler .Ship (Vnal are 
 execnted in an excellent and woi knianlike n\anner. 
 
 Tho group of locks at. Easlbam (ihc 'limensions (jf which aie previoiisl\- given) 
 is designed to meet tho special requirements of navigation at the .Merse}' entrance, 
 where the syjijng tides rise to trom five to seven feet over ordinary level of the i-an:d, 
 or about 21 feet. Diiringsiich times the gates will bo open, the lido being permiltetl 
 to llow freely into thi' canal. At llood, the gates will be shut .and the water thus 
 penned in, will, on the ebb, run out through tlie o])eniiigs marie hu' that pur|)o<e at 
 Ellesmere Port, liuncorn, iVc, and be Used for locking up :it I\asiliain. The water 
 of the canal below Late hford will thus be more or less in ;i constant state of fluctini- 
 tion or oscillation. ^Vliat the elfect of all this will be f)n the o[ieraiioii of the entrance 
 gales or the navigation of the canal for ocean vessels c;iiUK)t now bo determined. 
 As before stated, it is an experiment, the solution of which experience oidy will 
 give. ^ 
 
 The lo(dvs are tilled by culvi^rts formed in the side walls. The opeidngs leading 
 to these ai'e in the recesses behind the gates. as shown in the \'arioiis pl;ni~. The 
 obvious advantages of this .system are the rapidity with which the chan\ber can be 
 filled without creating such objectioiuible current- as when this is done through 
 valves in the gates, and also the important fad that by its adoption the gates them- 
 solve- are not weakened by forming large openings in thorn, just where strength is 
 most re([uire(l. ('ulv( rts ure not nece.-sarily an eleiuent of weakness iii the structure, 
 and as tne level of their bottoms can be made the same us t,hat of the lock floor, it 
 follows that when the chamber is em])tied so are the culverts, which is not the case 
 when they are constructed under the lock floor, and where in case of accident, they 
 have lo bo |ii]in|ied out even after the lock is emptied This incivases the lilliculty 
 of unwalering when to do this rapiiily is a matter ol' the greatest iinpo-.tance, as 
 for exumi)le during the height of the navigation season, wIkui trouble i.- mo-t. likely 
 to arise. This is forcibly illustrated by the accident which happened at the Sault 
 Ste. Marie Lock last season, where by '"'r the greate; jiart of the time was occu]>ied 
 in the unwateiing below floor level whilst a wbol" ileet nf ves-i-Is awaiti'd the re- 
 opening ot navigation outside. It seems clear, tboiclore, tiiat tho plan of Iniving 
 culverts in the side walls in the manner adopted on the Ship ('anal and numerous 
 large works in b'ligland hrs a great many points to I'ecommenil it. It has been 
 objected that in this climate the frost may be introduced by the.se ojienings into the 
 
10 
 
 lifiiri oi' tliii walls and have a damaging effect on tlie muMMiry. It does not ajipear 
 that tlii8 viyw can bo cstalilij^licd. Diirinjii llio nperalion ol' flio Canal, tlie ciilvt-rts 
 are, of course, always full and d(» not require to !><■ emptied unless in case of accident 
 or when the (janal is undergoing repairs in the spring, so that there is really no 
 chance to damage the walls in thii way apprehended. It seems as if our own Canal 
 experience so Car givi's suflicieni proof of the correctness of ihe^e views. 
 
 Tlio lock gates on the Ship Canal (see i)lan8) are of gieat strength — veiw heavy 
 "and costly. Indeed it would appear as if the same superabundance of sTrengtii which 
 is geiu-rully seen in tln^ structures of thi.s canal culminated in the lock gates. 
 
 They are framed and jmt together in large shcd^ oiectcd for the purpo>e. They 
 are accurately fitted in all their parts, and the workmanship is of the \ery lie>t kiml. 
 When completed in the shop, they are taken ai)art and transported to the works 
 where they are set uj) iii place. This, of eoursc, adds to the cost, which i.-> very large. 
 It is said that one leaf of the gates of the large lock, at Kastham, will cost as much 
 as a complete set for ■< lock on the Wellaiid Canal, or about JL'."J,;)00. The grei'idieart 
 is imported in logs from the West Indies, and there is considerable waste in framing 
 iho timber. There is nothing in connection with the gates which atl'ords an example 
 for construction in this country. In a recent discussion at the Institute nt' (.'ivil 
 Engineers on the question of lock gates, it was remarked by a competent ••luihoi'ily 
 that it was curious to observe how some engineers adopted iron and some wondeu 
 lock gates. At the Ale.xaodia Docks, at Hull, wooden gates are employed; at the 
 Barry Docks, iron gates. At Liverpool, wooden gates; at Havre there were 
 formerly wooden gates across the liig entrance (lUO feet wide) of tlie Kurc Dock; 
 but for the.->o iron gates have been siibsliiuted. Although, it seems as if the u'eneral 
 verdict were in favour of wooden gales, it ap])cars strange that those on the ]M.an- 
 ( hester .Shi]i Canal, which runs through a county of ii'on manufactures, should bo 
 built of wood imported across the ocean at great expense. As to their beinu' less 
 lial>le to damage than iron gatt's. it is to bofcartMl that if a large vessel strike cither, 
 the result Vvould be about the same. <.)n the Welland and St. Livwrence Canals, the 
 solid gates which Ijuvebeen sometime in use have given fair satisfaction, although a 
 Weak form of construction. For high lifts, gates built on the |)lan of thixc nf the 
 American Sault Sle. Maiie Canal have the materials scientitically distributeo to meet 
 tlie strains; ami in practice they have given much satisfaction. The fiames are of 
 oak sheeted with Norway pine, and strengthened with iron bolts and straps where 
 necessary, so as tu combine lightness with strength. A leaf of the Lower lock irates 
 weighs 7(! tons. A nuiditication of these gates to suit tlie circumstances of each 
 case would form a vcrv good type for use in the comiilction of llie St. Lawience 
 Caiuds. 
 
 The machinery i'l'V operating the heavy gates and sluices of the Ship Canal 
 is correspondingly heavy and expensive. Th<' ArnistKuig hydraulic apparatus, now 
 being constructcil at lOasihain, is t)nly partly executed, and its ultimate cost eould 
 not be obtained. This system is in use to a consiiieralile extent at the Liverjiool 
 docks, where it is found to answer admirably. Itwassaid that the cost of buildii\g and 
 
 ), and at the other four >.et> pmjjor- 
 he extra sums gi'anled to the con- 
 tractor by the arrangement of the 'J-lth November, ISHO, previously rcf'oireil to. an 
 item of C;{t!,U>4 ajijiears for " additional work on the Armstrong eontraet." It seern.s 
 proliable that the cost of buildings and machinery to operate all the lock gr.tes. &.Q., 
 would beat least .C2r)(),(tlJ0. Tin; interest on this would be about 8U'J,.")('0 yearly, to which 
 the cost of fuel, attendance and operutors on the loeiv must be added. This woukl 
 jilace such a system quite beyond our means loi' an\lhing but an isolated luck like 
 that at Sault Ste. Marie, The niachinery of the n(>w American lock there is esti- 
 nuited to cost $1(10,000, and the annual ex|teniliture for operati-ai caimol be less than 
 at Iht i)resent one, viz., over §)in,t)(lO. It seems, therefore, clear that the hydraulic 
 system could not be juiiiciou^ly ailo|ited on a cuiuU with numerous locks, but ii i.i, 
 proliable that machinery for the pur|)ose may soon be very much >imj)liried; and 
 iioth its tirst cost and that of operation greatly reduce«l by the introduction of 
 
 machinery at Kastham alone w<iuld be over .£50, 000, and at the other four 
 tioiKitcly expensive. In the stateir.ent tjiveii of Ih 
 
11 
 
 eUctrionI a]i])ar!Uiis, especially where there is sntVieieiit water power availahle in tho 
 vicinity. On Hio Ship <'aii:il steam in used at Ka^thani lo piitnp water into an 
 accumulator from whence it is diHtrihiiteil at high proswure all (»ver tho looks in 
 ])ipes to wherever tite powei' is required. This is applied to the ])urposo of opon- 
 iny- and shuttini;- tho gaii .-. inueh in the same way as at Sault Sto. Marie, hui an im- 
 provement is ma<le l>y having tlie chains work fi-omatixe(i jioint in the lock wall as 
 will be seen on examining ihe plans. At the yuult the driving power is thi'fall at the 
 lock, as liiere is no need of economising water, such as exists on the Ship Canal. 
 
 In rcferi-nce to this matter, it may h-' said tnat the most recent aj)|i!ieation of 
 liydranlic power to the operation of gates is at Barry Docks, South Wales, where 
 piston.; connected wit'a lams placed in recesses hchind tho gates are a])plicd to fixed 
 points in their rear. These pistons, the stioke of which is over 20 feet, pu>h the gate 
 -hut, or pull it open as reipiired, and this is ptuMormed with gieat stcadiu'-ss, oven 
 when thoio is a very rough ^ca. This is a manifest improvement on the Oom[ili- 
 cated system of sheaves and chains of the Arnistiong plan and lias received the 
 warm approval of many distinguished Knglish engineers. I'^electric motors could 
 he used to ell'ect the object somewhat afici- this fashion lock' gates of tho sizeof those 
 on the St. Lawrence navigation coidd be worked with great ease and ex])eclition. 
 Tlio-iibject is one well worthy of close attention. 
 
 It has been previously observed that all the lock and dock w;ills are almost 
 entirely built ofconerele, the amount of whieli u-^ed on tho Ship ('an;il will beaiiout 
 l,2a(l,()0it cubic yards. Its jiroparalion is condiictt'd in a very simple and apparently 
 quite elKcii'nl way, by ordinary laboui' for the most ])art ; but tin; .'^reale-l care is 
 taken in the selection and treatment of the materials of which it is composed, and 
 from which sucli very satisfactory results have been secured. 
 
 As to tho cement — this has been obtained from variou- manufaciuror.-, but it is 
 all subjecteil to the same tests. It would take too long to describe these in detail, 
 iiut it may lie said that where so much depends upon the purity of the article, its 
 quality is assureil by ibe mo>t rigid e.vaniination and trials, .\ cetnent must not 
 only stand a certain maximum breakinii' strain at a dctinito period shortly after 
 setting, but it must show a considerable increase of strength in time. For example, 
 suppose an inch section breaks at the en<l of seven days at .'iOd lbs., then it is ukiuvt 
 inipeiativo that the same section shall be made to stand, s;iy!175 llis. in twenty-eight 
 days atterwai'ds. Then, as regards tho essentia! quality of tineiios>, this nui-t also 
 be tlK»roughly satisfactoiy. In brief, tho [uogress of science ami improved methodfi 
 of manufacturi> have (dearly shown that risks of failure, hithertodeemed inseparable 
 from the use of Portland cement concrete, are really attributable either to 'ho fad 
 that tho C(>ment has been badly mailo, or that proper caio has imt been exercjhed in 
 the jireparation ol' tho aggregate, to ensure which only ordinary jirecautions are 
 reqtiireil. 
 
 The greater part of the concrete used in the Shij) Canal is t'ormcd of gravel, >and 
 and cement in the proportion ot ^ to ' by vol.mie. In the face work 4 to 1 is ntud. 
 The aggregate is tlnn'oughly mixed on a platform — then a suHicieney ot clean water 
 i> ailded throui^li th<' rose of a watoi'ing ))ot, an<l the whole »vell turned over when 
 wet. It is then wheeleil from the jilatform on runs and (liimj)ed on the wall from 
 tho barrow T'liis is all that is nece.->aiy to insure an e\'C(dlent jub. ,Miles of walls 
 Hiade in (hi way were caretully examine I iiy the writer, and no (hange was visible 
 in any part of them, although last wintei-'s frosts in Hngland weiv, as i- well kn^wn, 
 exceptionally severe. 
 
 There may, ot course, be positions in whi( b, for economical reasftns. rubble 
 niasotiiy might bo piefeiablo to concrete ; but the manifest facility and cheapness 
 with which a hydraulic wall can be built oj' this material — the ease with which it 
 can be moulded into any required >hape, (bus Mjten avoldioi; i-.,..ily .niting — ;ind 
 die fact that but a short training is required to enable an ordinai'v labourer to prepare 
 it, are obviously strong arguments in favour ol its more general adoption on the 
 hydraulic works of Canada. On the Ship Canal the filling culverts through tho lock 
 
12 
 
 walls j)roviou8ly alluded to wore intended to have a lining of bricks throughout, but 
 tlioy are now simply faced with richer concrete, and the brick lining has lioen dis- 
 pensed with as iinnccossar}-. 
 
 A nu)-:t iiisiructivi' example of the adoptii)ii of concrete as a building material 
 in <nir climate, and undei' the most disadvantag(M)Us conditions, is atl'onied l>v the 
 recent rcntiwal of a considiuablo portimi of the breakwater at Hutfalo Harbour, the 
 woolen Huporstriicture of which bad been more or less destroyed by the violent 
 gales so prevalent on Lake Krii'. 
 
 The i|Uestioii of the advisability of abandoiung the old ini-thod of renewing 
 wooden superstructures with th<i same perishable material, and in view of the greatly 
 increased price of timhor, has l)een frequently discussed. It has been proved that 
 even suppo-ing the life of the latter to be tiftcen years, it would pay to rei>ui'd in 
 sti>ne or concrc-te. It tbcndbre becomes a matter of cotisideialde importance as to 
 which is the better plan to adnpi. In tiie case in point, two modes were subniilted. 
 One was to renew the superstructure with a hearting of concrete faced with cut 
 stone. The other was to nud<e the whole of concrete ; the interior portion to i)e of 
 native cement, and tlie outer tour fei't all round and on toj) to be I'ormcil of I'oi'tland 
 cement concrete. The tirst ])lan was, after a short time abandoned, because of the 
 great cimt of the mas(jnry, and also for the reason that tlie experience obtained led 
 to the conclusion that concrete alone was sutticiently strong and durable t'» withstand 
 successfully the attack of storms which bad destroyed the wooilen su|)erstiuc- 
 ture. 
 
 The officer in charge of the work reported that in -May, ISSS, a car(>ful examin- 
 ation of the new concrete work was made aftei' the ice had left I>ake Krie, and 
 thouub the preceding winter had been exceptionally severe, no damage was clone, 
 and the surface of the concrete hail undergone no perccptibK' degradation. It was 
 then recoiiiiueiided that the further use of masonry should cease; and as a matter 
 of fact there were only 228 cubic yards of cut stone built, although it re(piired about 
 10,500 cubic yards of ccmcretc to renew 1,150 in length of superstructure. In this 
 case, the cut stone cost nearly six times as much as the onerete, lait the j)rice of 
 neither can bi' taken as a fair criterion for work done under ordinary ci^cum■^tances. 
 Theie were many interruptions owing to its c\])osed jiosition, and the tVequent 
 occurrence of stormy weatlier, besides the gxtra expense .attendant upon it being 
 out of the reach of iMdin.ary means of ti'ansporl. The engineer lias recommeiide(i 
 that a tuither length of 2,(ti)l» feel ol' pier lie renewed on the same plan which has 
 proved quite satisfactory. 
 
 The late (Jbief Engineer of Canah', ^Ir. Page, also had a test made of this 
 material with a view to using it for the juirpose above described; but in a much 
 more sheltered ])Osition. A length of some 4ll0 feel of the east pier at Port Dal- 
 housic llarbiiur, the wooden superstructure of which w:is quite tlecayed, was rebuilt 
 of Ci)ncrete, the cross-secti(uial dimensions of which are about IS feet b\ 5 feet. It 
 lias resisted perfectly the action of frost and has in every way proved suitable for 
 the intended purjiose. Means arc not at hand to get at the particular« of its pre- 
 jjaration or cos', bui these can doubtless lie bud trom tlu' (jllicer in (diarge. It may 
 be said, however, that the w<iid< being only an ex]ieriment (and confesseilly so) 
 would likely pi'ove nu.re costly than if a large quantity had been done and the 
 proper experience ac<|uired. Opinion is divided as to the pr<q)riety of mixing native 
 and Portland cements lugethcr, but it seems to be generally in favour of the u>e of 
 till' latter only wheie the lu'st results are require(l. 
 
 Fnun the fiiregoing, it would a])))ear that extensive experience, h'Hli luiglish, 
 Anuuii an and t'anadian, point to the conclusion that Portland cement concrete, if 
 made of sound matindal . and with proper care, can be safely used in hvdraulic 
 works and in expo.-,ed |)ositions in this (dimatc, and thai the question of its dur- 
 ahilily bus ccused lo be a niaiter of doubt or conjecture. 
 
 Another ]ioini in connection with the Manchester Ship Canal which meiits 
 special mention is its sluices on Stoiuy's Patent, whi(di are introduced tbrouL;lc>ut in 
 
18 
 
 lit' 
 
 il 
 ic 
 li- 
 
 lts 
 ill 
 
 llip lodcH ami weirs or wherever water liar- to In; controlled. The>e Mliiiccs aro an 
 excellont invention, and may be lirietly described aw wrought iron shutters or doors 
 inoviiifj vertieally in grooves formed in the masonry piers of the weirs, etc., — and 
 carrieil on live rollers so arranged as to almost eliminate friction, so that with the 
 use of the counterbalance they can be o))er:ited by band power with surprising ease. 
 
 It is obvious to any one who has bad practical experience of the troubles aris- 
 ing troin tlie use of sc-me of the existing valves on onr canals that simplicity of form 
 is a great recommendaiion, for nowhere is this more valuable than in connection 
 with the re.gulation and contr<W of water on a line ot' navigation. Comjilicated 
 valves, almost impoisiblo to work satisfactorily and as easy to be damaged as they 
 are ditticult to repair, should be done away with ami the principle of the Stoney 
 sluice introduced in their stead. 
 
 The plan .attached will show the detailn of the gates, roller frames, water tight 
 join's, etc., which it would bo inip'>s-il>le to describe here. The great merits f)t lbi« 
 invention are now universally recognized. The sluices aro especially adapted tor 
 controlling large bodies of water, hut can also be as advantageously applied to the 
 purposes of lock and culvert valves. It is obvious tliat there is a great advan- 
 tage in bavinga eoiiii)letely unobst rueled opening secured in the wa}- .■<hown. Log,-, 
 sticks or other tloating bodies which would Jam in the valves of an ordinary weir 
 built as at prc-eiit with numerous small submerged openings, could pass tVeely 
 through the spaces between tlie piers of the Stoney sluice. In these the sliutteis 
 are made to run up to such a height as to be entirely clear of tbe surface ot' the 
 water, and tbus give perfectly free openings of HO feet wide of the full depth re- 
 (juiied, which wouM not have been practicable, except by an apijlication of the 
 principle carried out in Stoney's ))atent. 
 
 Where tbe Ship Canal crosses the ombayment at ilie mouth of the Kiver 
 "Weaver, tlu're is a large weir (]iievioiisIy referre<l to) having ten of these sluices 
 with an aggregate width of .'tDd feel. The details of this tine structure aie well 
 worthy of attentive study in connection with the completion of our canal system, 
 especially on those portions wbei'e the work of construction has not yet been com- 
 menced and whore arrangements can readily be made for the reception of the>e 
 sluices with nioditlcal ions suitable to tbe circumstances of each pailiculai' case. 
 The wisdom of adoptin,L:' ihem so geiieiallj' on the Ship Canal, will bo abundantly 
 evident on examining the series of photogra]dis forwarded herewith, which were 
 taken immediately after the last floods; and show what provision is necessary to 
 ])i'ovorit disaster when the line of navigation is o])oneil for traffic. 
 
 Attention is dra^'n to the accompan\-in,g printed <loeumeiit for furtlur details 
 on the construction of these sluices, whitdi will be found very interesting. It con- 
 lains evidence given by engineers before the Judicial Committee of the Privy 
 (\)uncil in favour of the renewal of the jiateiit. In this connection it m.-iy be said 
 that there is no reason why the sluices could not be manufactuied in ('an ida from 
 the ])lans now submitted; but in fairness to the ])atent«'e, who has devoted many 
 years and mmdi labour to tlio whole subject before bringing his invention to its 
 present state of perfection, he should be called upon, in <'ase his sluices are adopted 
 on any of cur ))ublic works, to supjt'y the detailed ])laiis atid estiinaios of them"; 
 and, if considered necessary, -end some competent engineer or mechanic here to 
 superinteml their erection on hi- behalf. 
 
 As pi-eviously stilted the drainage of the country will, above Lafchford, bo 
 etfected by the canal, but on its tidal portion some streams are jia-scd under the 
 (anal, the |)rincipal one being at the River fiowy. Thecuiverl lor this is a consiilor- 
 able structure, and consists of two cast iron tubes of 12 feet diameter each. These 
 aro built of segmental ])lates fitted together and bolted at the joints. The body of 
 the plates is 1 inch in thickness, the edges being si i cii-! h(ii"d by icallured ribs. 
 The tubes .are bedded in concrete, and their tops are placed about 4 feel below caiial 
 bottom to permit of .subsci(iiciit deo])ening. Their ends are formed of conorelo 
 walls and wings, and the channels of apj)roach aro about 35 feet wide at the bottom, 
 
u 
 
 tlioii- HiMew Ijninj^ prf>tocte(l with lit-avv stone pitcliiiiu;. Tlie liottom of this ciilvoft. 
 whoi'o it ])!ishcs luhlor tlio Siiip Ciinal. is I'liliy "td f'eot holow the sitifiico of the 
 i^roiiii'l iuijoiriiiiLT. Tl)e iiiriteriiii excavatcil ii|)])oars to have been very sot^ clay atul 
 considerable lronl)ie\\as oxperierceij in gettintr a jjroper toiimlation, especially ai 
 HUi-h a depth below tide-water. The length of the sy|>h(jn is ;)(I0 feot. 
 
 .\t periods of high water in the Morsoy the water will riisli through tlieso lubes 
 into .he valley of the r'iver or creek, an(rrtowoiit with the reeeding tide. Tliisform 
 of iidvert has been adopted In view of ilb etlieiiMu-y ami cheapness, The tubes cau, 
 of course, resist pi'essuro in either direction, anil in that respect (aminigst others) 
 have a manifest advantage over n.asonry arches. Steps have been taken to preserve 
 the inside surfaces from the corro.^ive action of salt water. No dilHcuity is, how- 
 ever, apprehended in connection with these tubes, allliough when (.nre tilb'd ihey 
 will be dirticult to unwater; fior does there ap))oar to be any reasonable gi'ounds to 
 <loubt their fully and efficiently answering the intended purpose. 
 
 As rofcards the proportion of work remaining to be done and the time neeessary 
 for com]iietion. it may be stated that three-fourths of the excavation was taken out 
 up to February last ; so thai at the rate of progress, previously attained it should be 
 completed in twelve months. It must be borne in mind, however, that there are 
 some very difHeult ])ortion8 yot uiitouidied, as for example the long ii:ap in the em- 
 bankmen' hciwoen the Weaver and Runcorn. These banks where they < ncroacli 
 upon the sands of the Mersey have already given a great deal (d' trouble nd will 
 jirobably give more. The locks for the Briilgewater, Weave and Runcorn ('anals 
 aie situated at this jioint, and in the vicinity there has been consitlerable subsidence, 
 large quantities ot' material having been swallowe<l up before a foundation was ob- 
 tained. There aro also certain parts in the interior between Latchford and Alan- 
 cbesier in the earthwoi'k sections yet reinaining, wlicre there will be trouble again 
 froTU water. But the various locks, sluices, A;c., from Ivistham to Mode Wheel are 
 in quite an atlvanced stage. At East ham the gates were partij* set up and the 
 machinery for their :)|)eration was being fitted in place. Xearly all the dock walls 
 at Sallord aio built and a large amount of work is done in that vicinity. 
 
 The railway viaducts and approaches are well advanced. Some of these struc- 
 tures are very costly, but as ihey are not directly cquuected with the question of 
 n.ivigation — lieing fixed at u certain lieight ovv-i' the canal — no special examination 
 was made of them. 
 
 The Stoney sluices were in place at Kastbam and '' Old Randies," and in pro- 
 gross at other jdacos. Some of the road bridges wore in process of construction. 
 These iire very considerable structures, the long arm of tlioso made to swing having 
 a bpan of 120 feet. During the exan\ination the works presented rt many jilaces 
 an extraordinary appearance owing to the action of floods, which has torn up the 
 railway tra(d<s laid in the bottom of the canal. uj)set the steam shovels, waggons, 
 iVc, and burst through the dams in many places, fdling long sections o!' the incom- 
 ])leled ]iri>m with water which had to be punrjcd out before opi>rations could be 
 jvsuined. Below llu' locks at Ijalchford the water rose ujnvards of forty feet — and 
 for miles the canal looked as if it were road}- for navigation. But notwithstanding 
 liiese drawbacdvs, there is no rcasim why, if the necessary fun. Is are forthcoinitig in 
 time as they doubtless will be, that the canal throughout sIkuiRI not be opened for 
 ti'aflic next yeai'. There will probably be some trouble in excavating a cliannel of 
 approach at the lower entrance and koe|iing it clear afterwards. Tlicie is much un- 
 certainty about all such chuniuds, and those amongst the .shifting sandbanks of the 
 estuary of the Mersey, are, it is said, constantly changing. The main shore lielow 
 J'lastliiim is, however, rocky, and the chaniud cdio.-en for leading to 'be tMitrance to 
 the canal, bus, it is understood, ]ir;'s<'rved its jiresent dimensions for a long period. 
 
 It is dillicult, however, to understiind how large vessels will be able to safely 
 cuter the Eastham locks when borne along on the tidal cuircnt to the mouth of the 
 
u 
 
 cixnnl. but it is prosuincii thiit the exporionce gniiiod at the Liverpool docks, wliore 
 vesHfls liiivo to enter quifUly tVotn the rivei- 'liiviiiLC higli water, will eniiltle ^liip 
 captains to i,ui(Je tlieir crafts salelj in wliat seems to he a dangerous place. It ap- 
 pears as if it would have been an exi:>cllen:, tiiiny to t'orm a huije basin jnst above 
 the ^n-oiip of locks at Eastliam, where vessels cniild halt bt't'ore sinrtiiiu' uj) the 
 canal. It is to be ho])ed, however, that ail tlie benetits expected to llow from tlie 
 con^lnu•tion of this i^ioat Work will eventually be realized. The Ship Canal is ex- 
 pected to bot^in business with a tutnia<<o of about four and a half niillion.s. This 
 nguro (although largo) is only about half tliat now passing through the Sault Ste, 
 Marie, whieh is iiicreasiig at the rate oi' ovei' a million and a (|uarter tons per 
 annum. In one month (June, lS!>Oj, l.H.'i.OOl tons of lieigbt passed llirough the 
 lock, and its full capacity may lie rea« bed before the Canadian canal, now in pro- 
 gres-i. can be built. The tonnage whivdi passes Detroit, repr(>sents the trade of Lal<e 
 Michigan in aildition to that of Superior, and is over 20.(IOtt.(l(KI ( twenij' millions) 
 tons per annum. '^I'liis shows the enormous proportion> to which tlie laketratfic 
 has grown, and the chea|)noss of water transport is suiHcientl}' evident from the fact 
 that wheat is ij.dng can-led this noa-son from Chicago to Buifalo, a distance of about 
 one thousand 'niles. at a rate of one cent per bushel. 
 
 In conclusion, it may be said that the general impression formed of the .Man- 
 chester Siiip Canal, is that of a magnificent lino of navigation, the works of which 
 have been most substantially executed, but whose free operation will be somewhat 
 trammelled by its having t(j act as the main <lrain for a large country at one end. 
 and b;' embarrassed by the unfortunate necessity of admitting tide water at the 
 other. 
 
 A large number of plans, pamphlets, photographs. &c., are sent in heiewith. 
 This repoi't would, (ioul)tle.ss, be better understood if some of these were reduced, 
 and printed as illustrative of the text. > 
 
 Special thanks are <lue to Mr. W. H. Topham, the general manager for the 
 trustees of the Walker estate, who supplied a large amount of information on which 
 this rejiort is based, and also to Mr. A. (). Shcn( k, the chief engineer for the I'on- 
 tractors, who most willingly gave all the technical tlata in Ids power at a time when 
 he was fully occupied in preparing estimates and other professional documents con- 
 nected with the question of the additional amounts of money which it wouhi i)e 
 necessary to raise beyond the oi-iginal estimate, in order to insure the full and '•atis- 
 factory completion of the Shi]) Canal. I'lnally, it is hoped that the above ra|)id and 
 necessarily incom|)lete review ot the prineii)al matters ojnnected with tins magni- 
 ficent enterprise mny be of service in drawing attention to those points upon which 
 further and more detailed information seems desirable. 
 
 Respectfully submitted, 
 
 THOMAS MONRO, 
 
 -V. Inst. C. E., do. 
 
 To A. P. BuADi.EY. Esq., Secretary, Dejiartment Hallways ami Canals, Ottawa. 
 
It; 
 
 API'K?^l)IX. 
 
 Statement made of the amount of additional e.rpfnditure not rontemplated when the 
 
 contract icas arranged. 
 
 Rt'ijuiromcnts of the .^[o^sey Conncrvanoy at Easthum 
 
 Locks £21!l,«17 
 
 liiiilway and canal i'om|iiiiiierJ, additional t!S,;^()(l 
 
 Li!iii::llioiiin;X kII]) at Klli-inoio I'oi't 10.(125 
 
 Deviation railways, adflilional T,!,'.'.")! 
 
 Vyriniy waterworks snii-way (Liverpool) '1.722 
 
 LandowMoi''?) rt'quireniontM 29, '.'(!4 
 
 Additional work .'{it, 581 
 
 l>ockH and strai<,'hleninL'' fanal at Barton 15t,Ui»0 
 
 I'Atras on Arnislronj; s contract 3(1,10-4 
 
 Klood sluices 11,048 
 
 Kxtra cost of materialn, concrete i^ li|>,(!SH 
 
 Stone 10,T(!0 
 
 Siihstitutioii of hrick work fo.' masonry ruhijlc. (in,Si;{ 
 
 21(l.2(;i 
 
 £8t]5^573 
 
 Land oxpenses i:i,022,:5itO 
 
 (I-'xlraot tVi.'m speech of chairman at meeting of 4th February. ISIM, at Man- 
 chester.) 
 
 List of Firms ii'ho have supplied Exmcatdrs. Locomntives, Cranes, ii-c.,for Ike. irorks of 
 
 t/ie Manchester Ship Canal. 
 
 E.vcaraiors. — Knston, Proctor i*i Co., Sheal Iron Works, Lincoln. 1. II. 
 Wilson iV Co., Sandhills, Liverpool. Wliitakcr 15ros., llorsforth, near .iOed.s. 
 7>oiiIct i*c Co., Rue Baineci .31 — Paris. Liibocker Machine Co., (icrinany. Pi ii .-'man 
 Bros., lloldernt'ss Foundry, lliill. 
 
 LocoiDotioes. — Mannin<r, N\ anile & Co., Boyiie Kni^iiie Works, Leeds. Ilunslet 
 Kngine Co., Hiinslet, neai- Leeds. Iliidnweli, Clarke & (,\i., JiaiKvay iMtundry, 
 Leeds. 
 
 Pile Engines. — Sii^sons iS: White, ireudon Road, Hull. Whiiakcr Bi'os., Uor.s- 
 forth. near Leeds. 
 
 J.aihcsand iJrtUini) Machineri/. — Buttertidd iV Co.. Midlaml Works. Kcitrliley. 
 
 Hi/draulic and other JacliS. — TanirycH. Limited, l)eansi,^ile, ALinchestcr. War- 
 den & Sons, Broad Street, Birn\ingham, (rowtly & Co., 4tl0 (^iieen Street. Cannon 
 Street, Loudon, F.C. 
 
 Lamps. Liijhtf^. il«\ — A. C. Wells & Co. (Well's Li,i;hls), Carnarvon Street, 
 Cheetham, W. C. Cowdy <!(: Co. (Engine Lamps). 40 t^uceii Street, Cannon Street, 
 London, l"j.C, 
 
 Cranes. — Thomas Smith, Olf Foundry, Podlcy, near Leeds. J. 11. Wilson. iV' Co., 
 S.'indliills, no;ir Liverpool. Batter Bi'os. "(for Perricks), 20 W.-itcrlo) Street, (ilas^jow. 
 
 Fortahle and Sfationari/ Eni/incs and Boiler.-^. — Ru-ton. I'roctor \' Co.. Sheaf Iron 
 Works, 'Lincoln. Ransom's, Sims & .letlVies. Orwell Works, Ipswich. 
 
 Pumps.— .^ A. Wade, Patent Tile Works, llorn.sea, Hull. Ruston, Proctor & 
 Co.. Sheaf L'on Works, Lincoln. Tangyes, Limited. Dcansi^-ati,', W. C. Bailey, W. 
 H. i^ Co., Oldtield Road, Salford. ' . 
 
1% 
 
 TAlU.KSSHOWINr; RKLATIVR COST iW TRANSPOUTATION. 
 
 (1.) I'kksrxt riiST of 'rriiii>sil <>f variou.«> Articlfs fiotn ox Ship, Livoipool tn Uiiil.viiy 
 
 Station or (/Jina! Wlmil", Miiiu lii".tor. 
 
 A.tkw,-2..cwt ... ,uui iri^c^e. 'At.^z.o,j ^\«::;ti:'i -::--! • ,..%,.. 
 
 'I'liUl 
 
 ('(ittmi. 
 
 \\\'<\ 
 
 Sui;;ir, luavcM 
 
 (Id iliiniKiif'l 
 
 iillCDIl -.iud IllUllS. . . 
 
 'rinii'il iiicatH 
 
 T. ii 
 
 (itiiiii. wlii'iit ill micki*. 
 
 KiM!t, iiniiiKi'S 
 
 I'l'trolviiiii 
 
 Tiill.m 
 
 In 111 ore 
 
 Tiinter 
 
 'lnwii Dui'ii. 
 
 3 
 ,S ti 
 
 2 I 
 
 Hiirv-'f. 
 
 -IllTlllKt'. 
 
 (1. 
 
 1 3 
 I t( 
 1 10 
 I 2 
 
 'J *J 
 
 1 5 
 
 1 
 
 4 ^ 
 
 ■> 
 
 1 
 
 2 .1 1 
 
 2 7 
 
 1 ! 
 
 1 4 
 
 H 
 
 3 
 
 1 3 
 
 I 7 
 
 1 
 
 1 H 
 
 \ 4 
 
 \ 1) 
 
 2 -A 
 
 I 1 
 
 1 
 
 ;< 
 
 1 2 
 
 1 
 
 1 
 
 
 
 1 9 : 
 
 1 
 
 
 
 1 
 
 
 
 1 
 
 
 
 1 
 
 <) 
 
 I H 
 
 1 :( 
 
 1 :» 
 
 1 :« 
 
 (1. 
 
 1 ;( 
 
 1 ;t 
 
 1 3 
 
 1 
 
 2 II 
 1 M 
 1 :< 
 1 3 
 
 1 
 
 2 
 
 '» 
 
 2 
 
 10 10 
 
 ll 
 
 
 <) 
 
 •» 
 
 10 
 
 10 
 
 (•) 
 
 H 
 
 !• 
 
 i> 
 
 i| 
 
 •> 
 
 1 
 
 11 
 
 4 
 
 •> 
 
 )') 
 
 H 
 
 13 S 
 IC. 5 
 17 11 
 12 2 
 15 
 17 .-) 
 IH 2 
 
 it n 
 
 ITi 
 
 14 5 
 IM li- 
 
 »: 11 
 
 '.) 5 
 
 (2.) The cokt of bringing iho pumo ArticlcK to Miiiicln'stor by the Ship Cuniil 
 iiu;lii(iii)g the Maximum (.'liargf-i in llif Hill. 
 
 Arti'lfs [H r 20 ('wt. 
 
 ^""'^'1'""'l f'ilaS i^Vharfago. 
 
 Total 
 jxtTiiii. 
 
 Cf.tt^ni. 
 
 \y.Kii 
 
 SuKar, liiaves ... . . . . 
 
 (in uiirefiiic'd 
 
 H;ki)ii uiul liiiiiiK 
 
 Tiiiiiril iiu-als 
 
 Tra. 
 
 (Jiaiii, wheat in «a<.'kj*. 
 
 Fniit, oraiiKi'H 
 
 PttroltMim 
 
 Tallow 
 
 Iron ore 
 
 Timber 
 
 s. (1. , 
 
 4 3 i 
 
 6 I 
 
 4 2 I 
 3 4 ! 
 8 
 
 5 
 
 6 10 
 
 3 8 
 5 
 
 4 7 
 4 2 
 
 2 1 
 
 3 » 
 
 1 
 
 1 o 
 
 I 
 
 i; 
 
 II li 
 
 1 o 
 
 I I) 
 
 II It 
 o li 
 
 li 
 
 li 
 
 (i 
 
 li 
 
 I. .1. 
 
 1 
 
 1 '.I 
 
 1 li 
 
 1 1 
 
 1 II 
 
 2 o 
 1 n 
 
 ,S 
 
 s 
 
 111 
 
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 (3.) CoMi'AnisoN of tho Total Charges in No. 1 an'l No. 2, nhowint'- Total 
 
 by (Janal.' 
 
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Copy of Plan Ihandi'd to in 
 at Manchester, SOth Jajiuaiuj, 181 
 
 Liverpool 
 
A 1 t Mm§ f ; 
 
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 XTi' handed to me hy Mr. E. Leader Williams, 
 0th January, 189 1. 
 
 THOMAS M0:NR0, 
 
 M. Inst. C. E. 
 
 B- H m 1 IK A 1 
 
 Liverpool 
 
 Mancheater 
 
 iiverpool, "Warrington and Madoheater, Kailway 
 
S !H H IP' <S A \1 ii. h 
 
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EI.LESMERK I'ORT *:; 
 
 Wur 
 
 MAN('in:STEl{ AND SALFOM) DOCKS. 
 
 AREA OF WATER SPACE 114 ACRES 
 
 LENGTH OF QUAYS 5I4 MILES. 
 
 AREA OF QUAY SPACE 152 ACRES. 
 
 \vakkin(;t()N docs. 
 
 AREA OF WATER SPACE 
 QUAY FRONTAGE . . 
 
 I . . 
 
 23 ACRES. 
 
 I '4 MILES. 
 
 Tn nrronifxniu Mr. K. leader n'i/liitms I'li/ier rend tif tfie 
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Vertical Scale for Section 
 
 Scale for Plan and Horizontal Scale for Section 
 
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 360 X 4S 
 
 ^f|}'ij:gyi}ii'j" 
 
 Engineer's Offlce, 
 
 Manchester Sh ,) Canul, 
 Manohest&r, July, 1890. 
 
 iAtilES 
 
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 MINIMUM BOTTOM i () lAL LKNGTH TO V/ODLN S! 
 WIDTH 170 FEET FOOTBRIDGE ^^s' . M ! 1 IS 
 
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