By the careful consideration of these findings and the study of the general topography of the country, especially of the summit divide, by a careful examination of the soil, the character of the streams, the climatic conditions, the rainfall (taking the Government reports for years 1887 to 1895, inclusive, as a basis of calculation) and by computing the proportionate run-offs of streams by the record of careful experiments made by the Government on the water shed of the Muskingum River above the dam at Zanesville for a period of eight years, the result could be figured definitely.

The Engineers assumed, by reason of facts ascertained and experiments made, the run-off in proportion to rainfall to be 5 inches for spring stream areas and 41⁄2 inches for what was termed prairies, supposing the season for reservoir collection to be 90 days.

Careful surveys of available water sheds on the summits for reservoir purposes were made on the different lines of canals, from which the following results were obtained: For the Cleveland and Muskingum route 498 square miles of area; for the Miami and Erie Canal route 756 square miles; and for the Portsmouth, Columbus and Sandusky route, 696 square miles.

The application of these findings to each canal, assuming the run-offs to be those stated, is simply, as in the case of estimating requirements, a mathematical process.

In fact the Government Engineers found that there is no "engineering difficulty that may not be readily surmounted if the construction of such a canal (one of 7 feet in depth by 70 feet in width for boats of 280 tons burden) be deemed advisable."

For the surveyed outlines and location of reservoirs as proposed by the Government Engineers, and the sections of areas computed, I beg to refer you to the general canal map hereto attached and made a part of this report, and to the Government Engineers' report, giving detailed descriptions, tables and maps, fully covering every feature in the premises, finding that the building and successful operations of a canal along the line and of the dimensions and capacity which they had under consideration, is a practical and feasible undertaking. By analogy it is therefore safe to hold that the enlargement of the canal to the dimensions given in my recommendations is a practicable and a feasible undertaking.

Advisability of Improvements and Betterments. Engineering Propositions Entering Into the Problem. Statistics and General Recommendations. Inasmuch as the cost of constructing a modern barge canal (for which surveys were made by the Government) even along one of the routes proposed connecting the Lake with the Ohio River, is not within the present financial ability of the State, and inasmuch as it is not likely that such a plan would secure favorable consideration and assistance from the general government at this time, and as it would be wiser business policy on the part of the State to bide her time and wait until the new projected Erie Canal of New York is constructed and put into operation in order to profit by the outcome of that great enterprise, it must be admitted, without any disparagement of the proposition, that it would not at present, be advisable to undertake it.

However, I do believe that it would be advisable at this time to inaugurate a policy and plans for a systematic improvement of at least a portion of the canals, confining dimensions and size of structures practically to those at present maintained and the height of bridges to that prescribed by the present law providing for clearance of boats under same, for the following reasons briefly stated:

It constitutes the best manner, without acquiring new property rights, by which the present canal can be improved to make the cost of building commensurate with a proportionate benefit to be derived by the State.

It would subserve benefits to industrial concerns along its banks, inviting the investment of outside capital and give additional labor to our people.

It would be the means of cheaply moving the product of the field and mines and all raw material to the workshop, and relieve the railway of a carriage of products of the least remunerative profit, and return to the railway the increased freight of the finished article, acting as a policy of retrenchment to the merchant and consumer.

It would be an economical and a quick carriage for local trade situated within a range of the wholesale market along the route. It could secure a trade that. would warrant its cost, taking into consideration the indirect benefits that it would mete out.

It would belong to the people and would be controlled by the people as a salutary check against the impending danger of the merging of great railroads, a consolidation of transportation interests that is now receiving the serious contemplation of our political economists.

If a barge canal of the dimensions as surveyed by the Government Engineers would be able to carry freights so as to control minimum charges as stated by them, it is fair to at least assume that a sized canal of the one proposed would at least govern a maximum charge.

Particularly as regards the immediate improvement of the Northern Division of the Ohio Canal and the Miami and Erie Canal, which I have recommended to be done, the following statistics will give at least an intelligible idea on the question of trade possibilities, the important factor bearing on the advisability of the projects, and in which regard it would seem that from a study of tables as compiled by the State reports and the facts also as heretofore stated, that the freight interchanged between the Lakes and the coal and iron region of the Upper Ohio amounts to more than fifty millions of tons and the further consideration of shipments connected with the manufacturing concerns lying adjacent to these canals, warrants a favorable deduction to be arrived at in the premises.

Statistics of Agricultural Products and Total Population of the Counties Through Which the Miami and Erie Canals Run, for 1901.

Statistics of Agricultural and Mining Products and Population of the Counties Along the Northern Division of the Ohio Canal Between

I regret that I have been unable, on account of limited time and the cost, which you will understand, to give a more comprehensive analysis of these statistics bearing directly on the probabilities of canal carriage; however, I feel reasonably safe in assuming that the tonnage tributary to both of these canal routes would run up into the millions of tons.

!

Any considerable enlargement beyond the five feet depth, would necessarily require a complete reconstruction of the canal, the cost of which would make it prohibitory for the time being. Besides, in my opinion, if any enlargement were made beyond the present limits, it would be better to adopt the dimensions of a modern barge canal as planned by the Government Engineers.

The distance to be preserved between the water surface and the lowest projection of bridges over the canal is fixed by the statutes at 10 feet, in accordance with which all overhead, highway, city, railway and private bridges crossing the canals (of which there are some 600 in the State) are built.

The state would be responsible for the cost of the alteration of the present fixed height and spans of these bridges and of their future maintenance.

If the bed of the canals were widened, locks and acqueducts would practically have to be entirely rebuilt and new property acquired. All of these changes and consequent costs could be avoided by simply enlarging the present canals to a depth of five feet, and it would seem that the increase in the carrying capacity from 60 or 80 tons to 100 or 115 tons for a single boat, would pay for the undertaking and would decrease the cost of carriage in much greater proportion, to which the laws governing water transportation will testify.

The plans hereafter proposed for an improvement of this character require an additional one foot of water and a full cross section instead of the present contracted channel, the lowering of acqueducts where found necessary, the restoration to their original width of 15 feet of the upper parts of the lock walls that have been forced inward by the ravages of time, and the lowering of all mitre sills of locks, the only problem being the difficulty of conforming as nearly as possible to a level of five feet.

It is admitted, in the practical operation of canals, that the depth of water over mitre sills of locks may be less than that in the bed of the canal proper, as the speed of vessels passing into locks is necessarily slight, the displacement of water by the slowly passing boats is very little and the water practically remains at its normal height, so that if 42 feet of water is provided over the mitre sills of locks, which can be easily accomplished, boats drawing even 4 feet 4 inches of water can safely pass over them.

Therefore, in view of all these circumstances and the fact that the canals are at present in the very worst physical condition, preventing any kind of economical operation, and in view of the absolute necessity that some definite policy in regard to them soon be declared and adhered to if the canals are to be preserved, I have to offer, briefly, as the most practical solution of the present canal problem, the following recommendation:

General Recommendations.

I would recommend that the depth of the entire Miami and Erie Canal from Cincinnati to Toledo and of the Ohio and Erie Canal from Cleveland to Coshocton, or Dresden, be increased to a minimum depth of five feet, and that their capacity be increased sufficiently to permit the passing of boats carrying the maximum load at any given point (hereinafter enlarged upon) I would also recommend that on account of the less favorable physical and commercial con

143

ditions on the Southern Division of the Ohio Canal the policy to be adopted for this canal for the time being be that laid down in House Bill No. 426, passed by the Seventy-fifth General Assembly, to-wit:

"Resolved, That it be a settled policy of the State that the water supply, reservoirs, dams, feeders and lands adjacent thereto of the Southern Division of the Ohio Canal from Dresden Junction to Lockbourne and from Columbus to Portsmouth, be retained and maintained," meaning, as I take it, that this part of the Public Works is to be retained and maintained along economical lines until some permanent policy regarding it is definitely decided upon by the Legislature, and which will be influenced by the results of betterments on other portions of the Public Works.

In this connection I beg to refer you to the specific recommendations in the premises contained in the report of the Special Canal Commission, whose appointment by the Governor was authorized by the Act referred to, said Act imposing upon such a Commission the "duty of investigating fully the conditions of the canal (Southern Division) and * * and all facts bearing upon the questions of its improvement and its present and future usefulness as pending a report on which (and futher action of the Legisla

a canal

*

ture) the same shall be kept open for navigation."

The improvement of the Miami and Erie Canal and of the Northern Division of the Ohio Canal to be such as to insure their maintenance at a minimum cost. All new masonry to be of first-class character; the foundation timbers of locks and the unlaid portions of lock walls to be fully grouted and faced where required with Portland cement concrete; new gates and mitre sills to be supplied where required; the timber entering into any kind of work to be sound and durable; all new aqueduct of over 20 feet span to be of a combination of steel and wood; present timber acqueducts that will stand the test to be repaired in a good and substantial manner; all dams and wasteways to be rebuilt and repaired with timber and concrete where necessary, and all work of every character and kind to be done in a good and workmanlike manner, so as to insure stability; the entire channel of the canal, where required, to be newly excavated so as to admit the free passing of boats loaded to their maximum capacity.

The three divisions of the Public Works, as outlined, bore at one time a close relation, and their general characteristics were identical. Now, however, by reason of the changes that time and conditions have brought about, material differences do at present exist in their commercial conditions and in some of their engineering features, and as each of these particular divisions of the Public Works is to be judged by its individual merits, I subjoin such plans and estimates of the cost of the improvement of the Miami and Erie Canal and of the Northern Division of the Ohio Canal, and such reasons substantiating my recommendation regarding the Southern Division of the Ohio Canal as the limited time left from my other official duties has permitted, of which I respectfully request · your careful consideration.

The estimates of cost given are based on present prevailing prices for material and labor.

In submitting the following estimate for the improvement of the Ohio Canal, from Cleveland to Dresden, and of the Miami and Erie Canal, I beg to be understood as offering as close an approximate as a careful endeavor and as time and opportunity on my part on the part of your employes have permitted:

ESTIMATE.

Of Cost for the Construction and Repairing of the Ohio Canal from Clevelană to Dresden for a Canal with Minimum Depth of Five Feet of Water, and Estimates from Cleveland to Coshocton and Zanesville.

To rebuilding and repairing seventy-eight locks of from 5 feet to 14 feet lift. The lower part of lock walls is to be repaired and the upper part is to be rebuilt with new masonry. The space between mudsills of floor system to be grouted with Portland cement, and new timber floors laid. Two new mitre sills are provided for each lock and new gates where needed

To rebuilding and repairing wooden and stone culverts with openings from 12 feet square to 10 feet square, numbering forty-six To rebuilding and repairing with concrete thirty-two surface waste weirs, from 16 feet to 200 feet long, aggregating 2,000 lineal feet

To rebuilding and repairing eleven safety gates to discharge storm water

$213,388 48

30,225 00

8,000 00

3,150 00

To repairing dams at The Pinery, Peninsula, Little Cuyahoga (two dams) Clinton, Fulton and Zoar Feeders....

11,250 00

To rebuilding dams across the Tuscarawas River at Trenton (two dams 300 feet each)

15,000 00

To rebuilding dam across Walhonding River, six miles above Roscoe (306 feet long)

6,800 00

To timber cribbing at head of locks, seventy-eight at $50.00 each..

3,900 00

To rebuilding combination aqueducts with steel trusses as follows:
Eight mile aqueduct, one span 42 feet long
Peninsula aqueduct, two spans, 50 feet each
Twelve mile aqueduct, two spans, 45 feet each
Roscoe aqueduct, five spans, 60 feet each

1,680 00

4,500 00

3,960 00

15,000 00

To repairs to aqueducts as follows:

Wolf Creek aqueduct new stone abutments
Bolivar aqueduct, repairs south abutment

To rebuilding five change bridges at $50.00 each

2,000 00

2,000 00

250 00

To 1,192,000 cubic yards dredging at 15 cents per cubic yard

To paving canal banks under bridges and where canal is necessarily confined to forty feet width at surface of water at the following places. Five mile level, Pinery level, Akron locks, Summit level, Barberton, Massillon, Bolivar, Canal Dover, Newcomerstown, Canal Lewisville and Roscoe, 6,600 cubic yards at $1.50........

178,800 00

9,900 00

To construction of new reservoir in Summit County

8,775 00

To repairs to Walhonding dam and embankment by riprapping, piling, etc.

2,500 00

To ten per cent. for engineering, superintendence and contingencies

52,107 84

Total cost of improvement

$573,186 33