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CANADIAN RAILWAYS.

ACCIDENTS, ELECTRIC RAILWAYS.-In 1911 the killed numbered 11 passengers. 8 employees, 83 others; total 102. Injured, 1,784 passengers, 300 employees, 586 others; tots! 2,670.

ACCIDENTS, STEAM RAILWAYS, 1911.-Passengers, 28 killed, 288 injured; employees, 202 and 1,314; trespassers, 185 and 154; non-trespassers, 48 and 135; postal clerks, 2 and 15; total killed 465; injured, 1906.

CAPITAL INVESTED IN CANADIAN STEAM RAILWAYS.-In 1911 the total capital invested in Steam Railways was $1,528,689,201, composed of shares, $749,207,687, and funded debt, $779,481,514; in Electric Railways, $111,532,347, including shares $62,251,203, and funded debt, $49,281,144.

EARNINGS OF STEAM RAILWAYS.-Net earnings for all railways in 1911, $57,698,709; operating expenses, $131,034,785.

ELECTRIC RAILWAY STATISTICS.-In 1911, paid-up capital invested, $111,532,347; mileage, 1,224; gross earnings, $20,356,951; operating expenses, $12,096,134; net earnings. $9,944,153. Passengers carried, 426,296,792. Freight carried, 2,496,072 tons.

EXPRESS AND TELEGRAPH COMPANIES.-The Dominion Express Co. and the C. P. R. Telegraph operate along the lines of the Canadian Pacific Ry. The Canadian Northern Express Co. and the Canadian Northern Telegraph Co. along the lines of the Canadian Northern Ry., and the Canadian Express Co. (Pres., Chas. M. Hays; Vice-Pres., James Bryce), with the Great North-Western Telegraph Co., operates along the lines of the G. T. Ry. This, the first Express Co. in Canada, was founded as the British N. American Co. in 1854, and reorganized in 1865.

GRAND TRUNK PACIFIC.-The main line, Moncton, N. B., to Prince Rupert, B. C., with 3,560 miles, will be entirely on Canadian soil, forming a link on the proposed All-Red Route. The line between Winnipeg and Edson, 923 miles, also between Westfort and Lake Superior Junction, 189 miles, is completed. The section between Winnipeg and Lake Superior Junction is also nearing completion. This will give a continuous track from Port Arthur and Ft. William to Edson, 1,370 miles. Construction easterly from Prince Rupert was begun early in 1908, and steel has been laid on 100 miles of completed grade, and will be laid a distance of 140 miles more before the close of 1911. Commercial telegraph service of G. T. P. Tel. Co. now in operation between Winnipeg and Edmonton, Alta., 792 miles. Branch lines contemplated aggregate 5,000 miles. The G. T. P. will operate Atlantic, Pacific and Lake fleets of steamers. A new daily passenger service was inaugurated between Winnipeg and Edmonton. in July, 1910, with standard sleeping cars, parlor-library, café car, and modern day coaches.

HUDSON BAY ROUTE.-From varied expert opinions, optimistic and the reverse, it may be fairly concluded that the route is open for navigation from about 15th July to about 15th October. The Canadian Northern Railway have built a line from Winnipeg to The Pas on the Saskatchewan River. From there to Fort Churchill the distance is 465 miles; to Port Nelson, 397 miles. This route will effect an average shortening of the distance from the Western wheat fields to the Atlantic seaboard of 970 miles. The distance to Liverpool from Churchill is 2,946 miles, from Montreal via Belle Isle 2,761, and via Cape Race, 2,927 miles. from New York 3,079 miles. The freight upon grain from the wheat belt to Hudson Bay would approximate 10 cents a bushel, a saving of 15 cents on carriage to the Atlantic seaboard, or $3,000,000 annually on an export trade of 20 million bushels via this route. On cattle shipments from Calgary there would be effected a saving in freight of 60 cents per 100 lbs., as well as a saving in deterioration. The entrance to the harbor at Fort Churchill is about 2,000 ft. wide, with a minimum depth of 10 fathoms. More dredging would have to be done at Port Nelson than Ft. Churchill, but reports of the Hudson's Bay Co., 1824 to 1894, show that on an average Ft. Churchill harbor is open 5 months, and Port Nelson 7 months in the year.

MILEAGE STEAM RAILWAYS IN OPERATION.-16 miles in 1836, date of first railway; 16 in 1846; 1,414 in 1856; 2,278 in 1866; 5,218 in 1876; 11,793 in 1886; 16,270 in 1896; 21,353 in 1906; 22,452 in 1907; 22,966 in 1908; 24,104 in 1909; 24,731 in 1910; 25,400 in 1911

TRAFFIC STEAM RAILWAYS.-In 1875 there were carried 5,190,416 passengers and 5,670,837 tons of freight (2,000 lbs.). In 1885, 9,672,599 and 14,659.271; in 1895, 13,987,58 and 21,524,421; in 1906, 27,989,782 and 57,966,713; in 1907, 32,137,319 and 63,866,135; in 1908, 34,044,992 and 63,071,167; in 1909, 32,688,309 and 66,842,258; in 1910, 35,895,575 passP!gers and 74,482,866 tons of freight, and in 1911, 37,097,718 passengers and 79,884,282 tons of freight.

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NATIONAL TRANSCONTINENTAL RAILWAY.-Under agreements dated July 1903, and 18th February, 1904, ratified by Parliament the Grand Trunk Pacific Co. agreed in respect of the construction of a railway between Moncton, N. B., and Port Simpson, or some other port in B. C.-the eastern division, from Winnipeg to Moncton, to be constructed by the Dominion Government under four Commissioners, and leased for 50 years at a rental of 3 per cent. on cost of construction, the first 7 years to be free; the western division, from Winnipeg to Prince Rupert, B. C., to be constructed by the company. The Government to guarantee the company's bonds sufficient to meet cost of construction, such not to exceed $13,000 per mile on the prairie section. The entire line between Winnipeg and Moncton, 1,804.84 miles, is under contract. The work between Winnipeg and Moncton, N. B., is well under way, and the section between Winnipeg and Lake Superior Junction is open for operation. The total expenditure by the Commission up to 31st March, 1911, amounted to $95,406,697.61.

QUEBEC BRIDGE.-It is expected that the new bridge on the I. C. R. across the St. Lawrence River near Quebec will be ready for traffic in 1915. The contract has been let to the St. Lawrence Bridge Co., a Canadian concern. Total estimated cost, $12,000.000. The length of the central span is to be 1,800 ft., 90 ft. longer than the span of the Forth bridge, total length 3,228 ft., width 88 ft. The bridge will accommodate a double-track railway, and has a 4 ft. footpath on each side. This is the largest cantilever bridge in the world.

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The Office of Public Roads estimates the total mileage of all public roads in the United States in 1909 at 2,199,388 and the miles of road per square mile of area at 0.74 miles. The population per mile of road, basing the road mileage of 1909 on the pooulation of 1910, was 41. Of all the roads in the United States only 8.66 per cent. were improved in 1909.

The total estimated expenditures for public roads for the year 1911 is $142,144,191, making a total of $64.63 per mile of public road and of $1.55 per inhabitant.

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COMPARISON SHOWING THE HUGE AMOUNT OF EXCAVATION FOR COMPLETED PANAMA CANAL.

The total of 195,000,000 cubic yards would build about 8 miles of Pyramids each of the size of Great Pyramid of Cheops. Loaded on flat cars it would represent a train 96,000 miles in length.

CHAPTER VIII.

THE PANAMA CANAL.

Compiled by the Secretary of the Isthmian Canal Commission.

The entire length of the Panama Canal in deep water in the Atlantic to deep water to the Pacific is about 50 miles. Its length rm shore-line to shore-line is about 40 miles. In passing through it from the Atlantic to he Pacific, a vessel will enter the approach Cannel in Limon Bay, which will have a ottom width of 500 feet and extend to Gatun, distance of about seven miles. At Gatun, it will enter a series of three locks in flight and lifted 85 feet to the level of Gatun Lake. It may steam at full speed through this lake, at channel varying from 1,000 to 500 feet

width, for a distance of about 24 miles, to Bas Obispo, where it will enter the Culebra Cat. It will pass through the Cut, a distance of about nine miles, in a channel with a bottom Klth of 300 feet, to Pedro Miguel. There it will enter a lock and be lowered 30% feet to a Tall lake, at an elevation of 543% feet above

level, and will pass through this for about 1 miles to Miraflores. There it will enter wo locks in series and be lowered to sea vel, passing out into the Pacific through a channel about 811⁄2 miles in length, with a attom width of 500 feet. The depth of the approach channel on the Atlantic side, where the maximum tidal oscillation is 21⁄2 feet, will be 41 feet at mean tide, and on the Pacific side, where the maximum oscillation 21 feet, the depth will be 45 feet at mean

Throughout the first 16 miles from Gatun, the width of the Lake channel will be 1,000 feet; Den for 4 miles it will be 800 feet, and for 4 les more to the northern entrance of abra Cut at Bas Obispo, it will be 500 feet. The depth will vary from 85 to 45 feet. The Bater level in the Cut will be that of the Lake, the depth 45 feet, and the bottom width of the Channel 300 feet.

Three hundred feet is the minimum bottom With of the Canal. This width begins about Calf a mile above Pedro Miguel locks and exads about 8 miles through Culebra Cut, with he exception that at all angles the channel widened sufficiently to allow a thousandSot vessel to make the turn. The Cut has *ght angles, or about one to every mile. The 300-foot widths are only on tangents tween the turning basins at the angles. The smallest of these angles is 7° 36′ and the argest 30°.

In the whole Canal there are 22 angles, the tal curvature being 600° 51'. Of this urvature, 281° 10′ are measured to the right, ing south, and 319° 41' to the left. The harpest curve occurs at Tabernilla, and is 67-10.

GATUN DAM.

The Gatun Dam, which will form Gatun Lake by impounding the waters of the Chagres and its tributaries, will be nearly 111⁄2 miles long, measured on its crest, nearly 11⁄2 mile wide at its base, about 400 feet wide at the water surface, about 100 feet wide at the top, and its crest as planned, will be at an elevation of 115 feet above mean sea level, or 30 feet above the normal level of the Lake. Of the total length of the Dam only 500 feet, or 45, will be exposed to the maximum water head of 85 feet. The interior of the Dam will be formed of a natural mixture of sand and clay, dredged by hydraulic process from pits above and below the Dam, and placed between two large masses of rock and miscellaneous material obtained from steam shovel excavation at various points along the Canal. The top and upstream slope will be thoroughly riprapped. The entire Dam will contain about 21,000,000 cubic yards of material.

The Spillway is a concrete lined opening, 1,200 feet long and 300 feet wide, cut through a hill of rock nearly in the center of the Dam, the bottom of the opening being 10 feet above sea level. It will contain about 225,000 cubic yards of concrete. During the construction of the Dam, all the water discharged from the Chagres and its tributaries flowed through this opening. Construction has now advanced sufficiently to permit the Lake to be formed, and the Spillway has been closed with a concrete dam, which is being fitted with gates and machinery for regulating the water level of the Lake.

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WATER SUPPLY OF GATUN LAKE.

Gatun Lake will impound the waters of a basin comprising 1,320 square miles. When the surface of the water is at 85 feet above sea level, the Lake will have an area of about 164 square miles, and will contain about 206 billion cubic feet of water. During eight or nine months of the year, the lake will be kept constantly full by the prevailing rains, and consequently a surplus will need to be stored for only three or four months of the dry The smallest run-off of water in the basin, during the past 21 years, as measured at Gatun, was about 146 billion cubic feet. In 1910 the run-off was 360 billion cubic feet, or a sufficient quantity to fill the lake one and a half times. The water surface of the Lake will be maintained during the rainy season at 87 feet above sea level, making the minimum channel depth in the Canal 47 feet. As navigation can be carried on with about 41 feet of water, there will be stored for dry

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season surplus over five feet of water. ing due allowance for evaporation, seepage, leakage at the gates, and power consumption, this would be ample for 41 passages daily through the locks, using them at full length, or about 58 lockages a day when partial length is used, as would usually be the case, and when cross filling from one lock to the other through the central wall is employed. This would be a larger number of lockages than would be possible in a single day. The average number of lockages through the Sault Ste. Marie Canal on the American side was 39 per day in the season of navigation of 1910, which was about eight months long. The average number of ships passed was about 11⁄2 per lockage. The freight carried was more than 26,000,000 tons. The Suez Canal passed about 12 vessels per day, with a total tonnage for the year of 16,582,000.

DAMS ON PACIFIC SIDE.

The water level of Gatun Lake, extending through the Culebra Cut, will be maintained

at the south end by an earth dam connectin the locks at Pedro Miguel with the hig ground to the westward, about 1,400 feet lon with its crest at an elevation of 105 feet abo mean tide. A concrete core wall, containin about 700 cubic yards, will connect the lock with the hills to the eastward; this core wa will rest directly on the rock surface and designed to prevent percolation through earth, the surface of which is above the Lak level.

A small lake between the locks at Ped Miguel and Miraflores will be formed by dam connecting the walls of Miraflores locks wit the high ground on either side. The dan to the westward will be of earth, about 2,70 feet long, having its crest about 15 feet abov the water in Miraflores Lake. The east dan will be of concrete, containing about 75.00 cubic yards; will be about 500 feet long, an will form a spillway for Miraflores Lake, wit crest gates similar to those at the Spillway the Gatun Dam.

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