Part 19

At Confederation many eager followers began to take up the work which the founders were laying down. The abbe Casgrain devoted a life-time to making the French-Canadians appear as the chosen people of new-world history; but, though an able advocate, he spoilt a really good case by trying to prove too much. His _Pelerinage au pays d'Evangeline_ (1888) is a splendid defence of the unfortunate Acadians; and all his books attract the reader by their charm of style and personality. But his _Montcalm et Levis_ (1891) and other works on the conquest, are all warped by a strong bias against both Wolfe and Montcalm, and in favour of Vandreuil, the Canadian-born governor; while they show an inadequate grasp of military problems, and practically ignore the vast determining factor of sea-power altogether. Benjamin Sulte's comprehensive _Histoire des Canadiens-francais_ (1882) is a well-written, many-sided work. Thomas Chapais' monographs are as firmly grounded as they are finely expressed; his _Jean Talon_ (1904) is of prime importance; and his _Montcalm_ (1901) is the generous _amende honorable_ paid by French-Canadian literature to a much misrepresented, but admirably wrought, career. A. Gerin-Lajoie's cry of "back to the land" was successfully adapted to modern developments in _Le Saguenay_ (1896) and _L'Outaouais superieur_ (1889) by Arthur Buies, who showed what immense inland breadths of country lay open to suitable "Jean Rivards" from the older settlements along the St Lawrence. In oratory, which most French-Canadians admire beyond all other forms of verbal art, Sir Wilfrid Laurier has greatly surpassed L.J. Papineau, by dealing with more complex questions, taking a higher point of view, and expressing himself with a much apter flexibility of style.

Among later poets may be mentioned Pierre Chauveau (1820-1890), Louis Fiset, (b. 1827), and Adolphe Poisson (b. 1849). Louis Frechette (1830-1908) has, however, long been the only poet with a reputation outside of Canada. In 1879 _Les Fleurs boreales_ won the Prix Monthyon from the French Academy. In 1887 _La Legende d'un peuple_ became the acknowledged epic of a race. He occasionally nods; is rather strident in the patriotic vein; and too often answers the untoward call of rhetoric when his subject is about to soar into the heights of poetry. But a rich vocabulary, a mastery of verse-forms quite beyond the range of Cremazie, real originality of conception, individual distinction of style, deep insight into the soul of his people, and, still more, the glow of warm-blooded life pulsing through the whole poem, all combine to give him the greatest place at home and an important one in the world at large. _Les Vengeances_ (1875), by Leon Pamphile Le May, and _Les Aspirations_ (1904), by W. Chapman, worthily represent the older and younger contemporaries. Dr Neree Beauchemin keeps within somewhat narrow limits in _Les Floraisons matutinales_ (1897); but within them he shows true poetic genius, a fine sense of rhythm, rhyme and verbal melody, a _curiosa felicitas_ of epithet and phrase, and so sure an eye for local colour that a stranger could choose no better guide to the imaginative life of Canada.

A Canadian drama hardly exists; among its best works are the pleasantly epigrammatic plays of F.G. Marchand. Novels are not yet much in vogue; though Madame Conan's _L'Oublie_ (1902) has been crowned by the Academy; while Dr Choquette's _Les Ribaud_ (1898) is a good dramatic story, and his _Claude Paysan_ (1899) is an admirably simple idyllic tale of the hopeless love of a soil-bound _habitant_, told with intense natural feeling and fine artistic reserve. Chief-Justice Routhier, a most accomplished occasional writer, is very French-Canadian when arraigning _Les Grands Drames_ of the classics (1889) before his ecclesiastical court and finding them guilty of Paganism.

The best bibliographies are Phileas Gagnon's _Essai de bibliographie canadienne_ (1895), and Dr N.E. Dionne's list of publications from the earliest times in the _Transactions of the Royal Society of Canada_ for 1905. (W. Wo.)

FOOTNOTES:

[1] The census is taken every ten years, save in these three provinces, where it is taken every five. Their population in 1906 was:--Manitoba, 360,000; Saskatchewan, 257,000; Alberta, 184,000.

[2] The areas assigned to Prince Edward Island, Nova Scotia, New Brunswick and British Columbia are exclusive of the territorial seas, that to Quebec is exclusive of the Gulf of St Lawrence (though including the islands lying within it), and that to Ontario is exclusive of the Canadian portion of the Great Lakes. About 500,000 sq. m. belong to the Arctic region and 125,755 sq. m. are water.

[3] In Canada a city must have over 10,000 inhabitants, a town over 2000.

[4] The date of foundation is given in brackets.

CANAL (from Lat. _canalis_, "channel" and "kennel" being doublets of the word), an artificial water course used for the drainage of low lands, for irrigation (q.v.), or more especially for the purpose of navigation by boats, barges or ships. Probably the first canals were made for irrigation, but in very early times they came also to be used for navigation, as in Assyria and Egypt. The Romans constructed various works of the kind, and Charlemagne projected a system of waterways connecting the Main and the Rhine with the Danube, while in China the Grand Canal, joining the Pei-ho and Yang-tse-Kiang and constructed in the 13th century, formed an important artery of commerce, serving also for irrigation. But although it appears from Marco Polo that inclines were used on the Grand Canal, these early waterways suffered in general from the defect that no method being known of conveniently transferring boats from one level to another they were only practicable between points that lay on nearly the same level; and inland navigation could not become generally useful and applicable until this defect had been remedied by the employment of locks. Great doubts exist as to the person, and even the nation, that first introduced locks. Some writers attribute their invention to the Dutch, holding that nearly a century earlier than in Italy locks were used in Holland where canals are very numerous, owing to the favourable physical conditions. On the other hand, the contrivance has been claimed for engineers of the Italian school, and it is said that two brothers Domenico of Viterbo constructed a lock-chamber enclosed by a pair of gates in 1481, and that in 1487 Leonardo da Vinci completed six locks uniting the canals of Milan. Be that as it may, however, the introduction of locks in the 14th or 15th century gave a new character to inland navigation and laid the basis of its successful extension.

The Languedoc Canal (Canal du Midi) may be regarded as the pioneer of the canals of modern Europe. Joining the Bay of Biscay and the Mediterranean it is 148 m. long and rises 620 ft. above sea-level with 119 locks, its depth being about 6-1/2 ft. It was designed by Baron Paul Riquet de Bonrepos (1604-1680) and was finished in 1681. With it and the still earlier Briare canal (1605-1642) France began that policy of canal construction which has provided her with over 3000 m. of canals, in addition to over 4600 m. of navigable rivers. In Russia Peter the Great undertook the construction of a system of canals about the beginning of the 18th century, and in Sweden a canal with locks, connecting Eskilstuna with Lake Malar, was finished in 1606. In England the oldest artificial canal is the Foss Dyke, a relic of the Roman occupation. It extends from Lincoln to the river Trent near Torksey (11 m.), and formed a continuation of the Caer Dyke, also of Roman origin but now filled up, which ran from Lincoln to Peterborough (40 m.). Camden in his _Britannia_ says that the Foss Dyke was deepened and to some extent rendered navigable in 1121. Little, however, was done in making canals in Great Britain until the middle of the 18th century, though before that date some progress had been made in rendering some of the larger rivers navigable. In 1759 the duke of Bridgewater obtained powers to construct a canal between Manchester and his collieries at Worsley, and this work, of which James Brindley was the engineer, and which was opened for traffic in 1761, was followed by a period of great activity in canal construction, which, however, came to an end with the introduction of railways. According to evidence given before the royal commission on canals in 1906 the total mileage of existing canals in the United Kingdom was 3901. In the United States the first canal was made in 1792-1796 at South Hadley, Massachusetts, and the canal-system, though its expansion was checked by the growth of railways, has attained a length of 4200 m., most of the mileage being in New York, Ohio, and Pennsylvania. The splendid inland navigation system of Canada mainly consists of natural lakes and rivers, and the artificial waterways are largely "lateral" canals, cut in order to enable vessels to avoid rapids in the rivers. (See the articles on the various countries for accounts of the canal-systems they possess.)

The canals that were made in the early days of canal-construction were mostly of the class known as _barge_ or _boat canals_, and owing to their limited depth and breadth were only available for vessels of small size. But with the growth of commerce the advantage was seen of cutting canals of such dimensions as to enable them to accommodate sea-going ships. Such _ship-canals_, which from an engineering point of view chiefly differ from barge-canals in the magnitude of the works they involve, have mostly been constructed either to shorten the voyage between two seas by cutting through an intervening isthmus, or to convert important inland places into seaports. An early example of the first class is afforded by the Caledonian Canal (q.v.), while among later ones may be mentioned the Suez Canal (q.v.), the Kaiser Wilhelm, Nord-Ostsee or Kiel Canal, connecting Brunsbuttel at the mouth of the Elbe with Kiel (q.v.) on the Baltic, and the various canals that have been proposed across the isthmus that joins North and South America (see PANAMA CANAL). Examples of the second class are the Manchester Ship Canal and the canal that runs from Zeebrugge on the North Sea to Bruges (q.v.).

_Construction._--In laying out a line of canal the engineer is more restricted than in forming the route of a road or a railway. Since water runs downhill, gradients are inadmissible, and the canal must either be made on one uniform level or must be adapted to the general rise or fall of the country through which it passes by being constructed in a series of level reaches at varying heights above a chosen datum line, each closed by a lock or some equivalent device to enable vessels to be transferred from one to another. To avoid unduly heavy earthwork, the reaches must closely follow the bases of hills and the windings of valleys, but from time to time it will become necessary to cross a sudden depression by the aid of an embankment or aqueduct, while a piece of rising ground or a hill may involve a cutting or a tunnel. Brindley took the Bridgewater canal over the Irwell at Barton by means of an aqueduct of three stone arches, the centre one having a span of 63 ft., and T. Telford arranged that the Ellesmere canal should cross the Dee valley at Pont-y-Cysyllte partly by embankment and partly by aqueduct. The embankment was continued till it was 75 ft. above the ground, when it was succeeded by an aqueduct, 1000 ft. long and 127 ft. above the river, consisting of a cast iron trough supported on iron arches with stone piers. Occasionally when a navigable stream has to be crossed, a swing viaduct is necessary to allow shipping to pass. The first was that built by Sir E. Leader Williams to replace Brindley's aqueduct at Barton, which was only high enough to give room for barges (see MANCHESTER SHIP CANAL). One of the earliest canal tunnels was made in 1766-1777 by Brindley at Harecastle on the Trent and Mersey canal; it is 2880 yds. long, 12 ft. high and 9 ft. wide, and has no tow-path, the boats being propelled by men lying on their backs and pushing with their feet against the tunnel walls ("leggers"). A second tunnel, parallel to this but 16 ft. high and 14 ft. wide, with a tow-path, was finished by Telford in 1827. Standedge tunnel, on the Huddersfield canal, is over 3 m. long, and is also worked by leggers.

Dimensions.

The dimensions of a canal, apart from considerations of water-supply, are regulated by the size of the vessels which are to be used on it. According to J.M. Rankine, the depth of water and sectional area of waterway should be such as not to cause any material increase of the resistance to the motion of the boats beyond what would be encountered in open water, and he gives the following rules as fulfilling these conditions:--

Least breadth of bottom = 2 X greatest breadth of boat. Least depth of water = 1-1/2 ft. + greatest draught of boat. Least area of waterway = 6 X greatest midship section of boat.

The ordinary inland canal is commonly from 25 to 30 ft. wide at the bottom, which is flat, and from 40 to 50 ft. at the water level, with a depth of 4 or 5 ft., the angle of slope of the sides varying with the nature of the soil. To retain the water in porous ground, and especially on embankments, a strong watertight lining of puddle or tempered clay must be provided on the bed and sides of the channel. Puddle is made of clay which has been finely chopped up with narrow spades, water being supplied until it is in a semi-plastic state. It is used in thin layers, each of which is worked so as to be firmly united with the lower stratum. The full thickness varies from 2 to 3 ft. To prevent the erosion of the sides at the water-line by the wash from the boats, it may be necessary to pitch them with stones or face them with brushwood. In some of the old canals the slopes have been cut away and vertical walls built to retain the towing-paths, with the result of adding materially to the sectional area of the waterway.

Water supply.

A canal cannot be properly worked without a supply of water calculated to last over the driest season of the year. If there be no natural lake available in the district for storage and supply, or if the engineer cannot draw upon some stream of sufficient size, he must form artificial reservoirs in suitable situations, and the conditions which must be attended to in selecting the positions of these and in constructing them are the same as those for drinking-water supply, except that the purity of the water is not a matter of moment. They must be situated at such an elevation that the water from them may flow to the summit-level of the canal, and if the expense of pumping is to be avoided, they must command a sufficient catchment area to supply the loss of water from the canal by evaporation from the surface, percolation through the bed, and lockage. If the supply be inadequate, the draught of the boats plying on the canal may have to be reduced in a dry season, and the consequent decrease in the size of their cargoes will both lessen the carrying capacity of the canal and increase the working expenses in relation to the tonnage handled. Again, since the consumption of water in lockage increases both with the size of the locks and the frequency with which they are used, the difficulty of finding a sufficient water supply may put a limit to the density of traffic possible on a canal or may prohibit its locks from being enlarged so as to accommodate boats of the size necessary for the economical handling of the traffic under modern conditions. It may be pointed out that the up consumes more water than the down traffic. An ascending boat on entering a lock displaces a volume of water equal to its submerged capacity. The water so displaced flows into the lower reach of the canal, and as the boat passes through the lock is replaced by water flowing from the upper reach. A descending boat in the same way displaces a volume of water equal to its submerged capacity, but in this case the water flows back into the higher reach where it is retained when the gates are closed.

Waste-weirs and stop-gates.

An essential adjunct to a canal is a sufficient number of waste-weirs to discharge surplus water accumulating during floods, which, if not provided with an exit, may overflow the tow-path, and cause a breach in the banks, stoppage of the traffic, and damage to adjoining lands. The number and positions of these waste-weirs must depend on the nature of the country through which the canal passes. Wherever the canal crosses a stream a waste-weir should be formed in the aqueduct; but independently of this the engineer must consider at what points large influxes of water may be apprehended, and must at such places form not only waste-weirs of sufficient size to carry off the surplus, but also artificial courses for its discharge into the nearest streams. These waste-weirs are placed at the top water-level of the canal, so that when a flood occurs the water flows over them and thus relieves the banks.

Stop-gates are necessary at short intervals of a few miles for the purpose of dividing the canal into isolated reaches, so that in the event of a breach the gates may be shut, and the discharge of water confined to the small reach intercepted between two of them, instead of extending throughout the whole line of canal. In broad canals these stop-gates may be formed like the gates of locks, two pairs of gates being made to shut in opposite directions. In small works they may be made of thick planks slipped into grooves formed at the narrow points of the canal under road bridges, or at contractions made at intermediate points to receive them. Self-acting stop-gates have been tried, but have not proved trustworthy. When repairs have to be made stop-gates allow of the water being run off by "off-lets" from a short reach, and afterwards restored with but little interruption of the traffic. These off-lets are pipes placed at the level of the bottom of the canal and provided with valves which can be opened when required. They are generally formed at aqueducts or bridges crossing rivers, where the contents of the canal between the stop-gates can be run off into the stream.

Locks.

Locks are chambers, constructed of wood, brickwork, masonry or concrete, and provided with gates at each end, by the aid of which vessels are transferred from one reach of the canal to another. To enable a boat to ascend, the upper gates and the sluices which command the flow of water from the upper reach are closed. The sluices at the lower end of the lock are then opened, and when the level of the water in the lock has fallen to that of the lower reach, the boat passes in to the lock. The lower gates and sluices being then closed, the upper sluices are opened, and when the water rising in the lock has floated the boat up the level of the upper reach the upper gates are opened and it passes out. For a descending boat the procedure is reversed. The sluices by which the lock is filled or emptied are carried through the walls in large locks, or consist of openings in the gates in small ones. The gates are generally of oak, fitting into recesses of the walls when open, and closing against sills in the lock bottom when shut. In small narrow locks single gates only are necessary; in large locks pairs of gates are required, fitting together at the head or "mitre-post" when closed. The vertical timber at the end of the gate is known as the "heel-post," and at its foot is a casting that admits an iron pivot which is fixed in the lock bottom, and on which the gate turns. Iron straps round the head of the heel-post are let into the lock-coping to support the gate. The gates are opened and closed by balance beams projecting over the lock side, by gearing or in cases where they are very large and heavy by the direct action of a hydraulic ram. In order to economize water canal locks are made only a few inches wider than the vessels they have to accommodate. The English canal boat is about 70 or 75 ft. long and 7 or 8 ft. in beam; canal barges are the same length but 14 or 15 ft. in width, so that locks which will hold one of them will admit two of the narrower canal boats side by side. In general canal locks are just long enough to accommodate the longest vessels using the navigation. In some cases, however, provision is made for admitting a train of barges; such long locks have sometimes intermediate gates by which the effective length is reduced when a single vessel is passing. The lift of canal locks, that is, the difference between the level of adjoining reaches, is in general about 8 or 10 ft., but sometimes is as little as 1-1/2 ft. On the Canal du Centre (Belgium) there are locks with a lift of 17 ft., and on the St Denis canal near La Villette basins in Paris there is one with a lift of 32-1/2 ft. In cases where a considerable difference of level has to be surmounted the locks are placed close together in a series or "flight," so that the lower gates of one serve also as the upper gates of the next below. To save water, expecially where the lift is considerable, side ponds are sometimes employed; they are reservoirs into which a portion of the water in a lock-chamber is run, instead of being discharged into the lower reach, and is afterwards used for partially filling the chamber again. Double locks, that is, two locks placed side by side and communicating by a passage which can be opened or closed at will, also tend to save water, since each serves as a side pond to the other. The same advantage is gained with double flights of locks, and time also is saved since vessels can pass up and down simultaneously.

Inclines.