Part 20

A still greater economy of water can be effected by the use of inclined planes or vertical lifts in place of locks. In China rude inclines appear to have been used at an early date, vessels being carried down a sloping plane of stonework by the aid of a flush of water or hauled up it by capstans. On the Bude canal (England) this plan was adopted in an improved form, the small flat-bottomed boats employed being fitted with wheels to facilitate their course over the inclines. Another variant, often adopted as an adjunct to locks where many small pleasure boats have to be dealt with, is to fit the incline itself with rollers, upon which the boats travel. In some cases the boats are conveyed on a wheeled trolley or cradle running on rails; this plan was adopted on the Morris canal, built in 1825-1831, in the case of 23 inclines having gradients of about 1 in 10, the rise of each varying from 44 to 100 ft. Between the Ourcq canal and the Marne, near Meaux, the difference of level is about 40 ft., and barges weighing about 70 tons are taken from the one to the other on a wheeled cradle weighing 35 tons by a wire rope over an incline nearly 500 yards long. But heavy barges are apt to be strained by being supported on cradles in this way, and to avoid this objection they are sometimes drawn up the inclines floating in a tank or caisson filled with water and running on wheels. This arrangement was utilized about 1840 on the Chard canal (England), and 10 years later it was adapted at Blackhill on the Monkland canal (Scotland) to replace a double flight of locks, in consequence of the traffic having been interrupted by insufficiency of water. There the height to be overcome was 96 ft. Two pairs of rails, of 7 ft. gauge, were laid down on a gradient of 1 in 10, and on these ran two carriages having wrought iron, water-tight caissons with lifting gates at each end, in which the barges floated partially but not wholly supported by water. The carriages, with the barge and water, weighed about 80 tons each, and were arranged to counterbalance each other, one going up as the other was going down. The power required was provided by two high pressure steam engines of 25 h.p., driving two large drums round which was coiled, in opposite directions, the 2-inch wire rope that hauled the caissons. An incline constructed on the Union canal at Foxton (England) to replace 10 locks giving a total rise of 75 ft., accommodates barges of 70 tons, or two canal boats of 33 tons. It is in some respects like the Monkland canal incline, but the movable caissons work on four pairs of rails on an incline of 1 in 14, broadside on, and the boats are entirely waterborne. Steam power is employed, with an hydraulic accumulator which enables hydraulic power to be used in keeping the caisson in position at the top of the incline while the boats are being moved in or out, a water-tight joint being maintained with the final portion of the canal during the operation. The gates in the caisson and canal are also worked by hydraulic power. The incline is capable of passing 200 canal boats in 12 hours, and the whole plant is worked by three men.

Lifts.

Vertical lifts can only be used instead of locks with advantage at places where the difference in level occurs in a short length of canal, since otherwise long embankments or aqueducts would be necessary to obtain sites for their construction. An early example was built in 1809 at Tardebigge on the Worcester and Birmingham canal. It consisted of a timber caisson, weighing 64 tons when full of water, counterpoised by heavy weights carried on timber platforms. The lift of 12 ft. was effected in about three minutes by two men working winches. Seven lifts, erected on the Grand Western canal between Wellington and Tiverton about 1835, consisted of two chambers with a masonry pier between them. In each chamber there worked a timber caisson, suspended at either end of a chain hung over large pulleys above. As one caisson descended the other rose, and the apparatus was worked by putting about a ton more water in the descending caisson than in the ascending one. At Anderton a lift was erected in 1875 to connect the Weaver navigation with the Trent and Mersey canal, which at that point is 50 ft. higher than the river. The lift is a double one, and can deal with barges up to 100 tons. The change is made while the vessels are floating in 5 ft. of water contained in a wrought iron caisson, 75 ft. long and 15-1/2 ft. wide. An hydraulic ram 3 ft. in diameter supports each caisson, the bottom of which is strengthened so as to transfer the weight to the side girders. The descending caisson falls owing to being filled with 6 in. greater depth of water than the ascending one, the weight on the rams (240 tons) being otherwise constant, since the barge displaces its own weight of water; an hydraulic accumulator is used to overcome the loss of weight in the descending caisson when it begins to be immersed in the lower level of the river. The two presses in which the rams work are connected by a 5-in. pipe, so that the descent of one caisson effects the raising of the other. A similar lift, completed in 1888 at Fontinettes on the Neuffosse canal in France, can accommodate vessels of 250 tons, a total weight of 785 tons being lifted 43 ft.; and a still larger example on the Canal du Centre at La Louviere in Belgium has a rise of 50 ft., with caissons that will admit vessels up to 400 tons, the total weight lifted amounting to over 1000 tons. This lift, with three others of the same character, overcomes the rise of 217 ft., which occurs in this canal in the course of 4-1/3 m.

Animal power.

_Haulage._--The horse or mule walking along a tow-path and drawing or "tracking" a boat or barge by means of a towing rope, still remains the typical method of conducting traffic on the smaller canals; on ship-canals vessels proceed under their own steam or are aided by tugs. Horse traction is very slow. The maximum speed on a narrow canal is about 3-1/2 m. an hour, and the average speed, which, of course, depends largely on the number of locks to be passed through, very much less. It has been calculated that in England on the average one horse hauls one narrow canal boat about 2 m. an hour loaded or 3 m. empty, or two narrow canal boats 1-1/2 m. loaded and 2-1/2 m. empty. Efforts have accordingly been made not only to quicken the rate of transit, but also to move heavier loads, thus increasing the carrying capacity of the waterways. But at speeds exceeding about 3-1/2 m. an hour the "wash" of the boat begins to cause erosion of the banks, and thus necessitates the employment of special protective measures, such as building side walls of masonry or concrete. For a canal of given depth there is a particular speed at which a boat can be hauled with a smaller expenditure of energy than at a higher or a lower speed, this maximum being the speed of free propagation of the primary wave raised by the motion of the boat (see WAVE). About 1830 when, in the absence of railways, canals could still aspire to act as carriers of passengers, advantage was taken of this fact on the Glasgow and Ardrossan canal, and subsequently on some others, to run fast passenger boats, made lightly of wrought iron and measuring 60 ft. in length by about 6 ft. in breadth. Provided with two horses they started at a low speed behind the wave, and then on a given signal were jerked on the top of the wave, when their speed was maintained at 7 or 8 m. an hour, the depth of the canal being 3 or 4 ft. This method, however, is obviously inapplicable to heavy barges, and in their case improved conditions of transport had to be sought in other directions.

Mechanical power.

Steam towage was first employed on the Forth and Clyde canal in 1802, when a tug-boat fitted with steam engines by W. Symington drew two barges for a distance of 19-1/2 m. in 6 hours in the teeth of a strong headwind. As a result of this successful experiment it was proposed to employ steam tugs on the Bridgewater canal; but the project fell through owing to the death of the duke of Bridgewater, and the directors of the Forth and Clyde canal also decided against this method because they feared damage to the banks. Steam tugs are only practicable on navigations on which there are either no locks or they are large enough to admit the tug and its train of barges simultaneously; otherwise the advantages are more than counterbalanced by the delays at locks. On the Bridgewater canal, which has an average width of 50 ft. with a depth of 5-1/2 ft., is provided with vertical stone walls in place of sloping banks, and has no locks for its entire length of 40 m. except at Runcorn, where it joins the Mersey, tugs of 50 i.h.p., with a draught of 4 ft., tow four barges, each weighing 60 tons, at a rate of nearly 3 m. an hour. On the Aire and Calder navigation, where the locks have a minimum length of 215 ft., a large coal traffic is carried in trains of boat-compartments on a system designed by W.H. Bartholomew. The boats are nearly square in shape, except the leading one which has an ordinary bow; they are coupled together by knuckle-joints fitted into hollow stern-posts, so that they can move both laterally and vertically, and a wire rope in tension on each side enables the train to be steered. No boat crews are required, the crew of the steamer regulating the train. If the number of boats does not exceed 11 they can be pushed, but beyond that number they are towed. Each compartment carries 35 tons, and the total weight in a train varies from 700 to 900 tons. On the arrival of a train at Goole the boats are detached and are taken over submerged cradles under hydraulic hoists which lift the boat with the cradle sufficiently high to enable it to be turned over and discharge the whole cargo at once into a shoot and thence into sea-going steamers. Another method of utilizing steam-power, which was also first tried on the Forth and Clyde canal by Symington in 1789, is to provide each vessel with a separate steam engine, and many barges are now running fitted in this way. Experiments have also been made with internal combustion engines in place of steam engines. In some cases, chiefly on rivers having a strong current, recourse has been had to a submerged chain passed round a drum on a tug: this drum is rotated by steam power and thus the tug is hauled up against the current. To obviate the inconvenience of passing several turns of the chain round the drum in order to get sufficient grip, the plan was introduced on the Seine and Oise in 1893 of passing the chain round a pulley which could be magnetized at will, the necessary adhesion being thus obtained by the magnetic attraction exercised on the iron chain; and it was also adopted about the same time in combination with electrical haulage on a small portion of the Bourgogne canal, electricity being employed to drive the motor that worked the pulley. Small locomotives running on rails along the towpath were tried on the Shropshire Union canal, where they were abandoned on account of practical difficulties in working, and also on certain canals in France and Germany, where, however, the financial results were not satisfactory. On portions of the Teltow canal, joining the Havel and the Spree, electrical tractors run on rails along both banks, taking their power from an overhead wire; they attain a speed of 2-1/2 m. an hour when hauling two 600-ton barges. The electrical supply is also utilized for working the lock gates and for various other purposes along the route of the canal. In the Mont-de-Rilly tunnel, at the summit level of the Aisne-Marne canal, a system of cable-traction was established in 1894, the boats being taken through by being attached to an endless travelling wire rope supported by pulleys on the towpath.

When railways were being carried out in England some canal companies were alarmed for their future, and sold their canals to the railway companies, who in 1906 owned 1138 m. of canals out of a total length in the United Kingdom of 3901 m. As some of these canals are links in the chain of internal water communication complaints have frequently arisen on the question of through traffic and tolls. The great improvements carried out in America and on the continent of Europe by state aid enable manufacturers to get the raw material they use and goods they export to and from their ports at much cheaper rates than those charged on British canals. The association of chambers of commerce and other bodies having taken up the matter, a royal commission was appointed in 1906 to report on the canals and water-ways of the kingdom, with a view to considering how they could be more profitably used for national purposes. Its Report was published in December 1909.

AUTHORITIES.--L.F. Vernon-Harcourt, _Rivers and Canals_ (2nd ed., 1896); Chapman, _Canal Navigation_; Firisi, _On Canals_; R. Fulton, _Canal Navigation_; Tatham, _Economy of Inland Navigation_; Valancy, _Treatise on Inland Navigation_; D. Stevenson, _Canal and River Engineering_; John Phillips, _History of Inland Navigation_; J. Priestley, _History of Navigable Rivers, Canals, &c. in Great Britain_ (1831); T. Telford, _Life_ (1838); John Smeaton, _Reports_ (1837); _Reports of the International Congresses on Interior Navigation_; _Report and Evidence of the Royal Commission on Canals_ (_Great Britain_), 1906-9. (E. L. W.)

CANAL DOVER, a city of Tuscarawas county, Ohio, U.S.A., on the Tuscarawas river, about 70 m. S. by E. of Cleveland. Pop. (1890) 3470; (1900) 5422 (930 foreign-born); (1910) 6621. It is served by the Baltimore & Ohio and the Pennsylvania railways, and by the Ohio canal, and is connected with Cleveland by an inter-urban electric line. It lies on a plateau about 880 ft. above sea-level and commands pleasant views of diversified scenery. Coal and iron ore abound in the vicinity, and the city manufactures iron, steel, tin plate, electrical and telephone supplies, shovels, boilers, leather, flour, brick and tile, salt, furniture and several kinds of vehicles. The municipality owns and operates its water-works. Canal Dover was laid out as a town in 1807, and was incorporated as a village in 1842, but its charter was soon allowed to lapse and was not revived until 1867. Canal Dover became a city under the Ohio municipal code of 1903.

CANALE (or CANALETTO), ANTONIO (1697-1768), Venetian painter, born on the 18th of October 1697, was educated under his father Bernard, a scene-painter of Venice, and for some time followed his father's line of art. In 1719 he went to Rome, where he employed himself chiefly in delineating ancient ruins, and particularly studied effects of light and shade, in which he became an adept. He was the first painter who made practical use of the camera lucida. On returning home he devoted his powers to views in his native city, which he painted with a clear and firm touch and the most facile mastery of colour in a deep tone, introducing groups of figures with much effect. In his latter days he resided some time in England. His pictures, in their particular range, still remain unrivalled for their magnificent perspective. The National Gallery, London, has five pictures by him, notably the "View on the Grand Canal, Venice," and the "Regatta on the Grand Canal." He died on the 20th of August 1768. Bellotto (commonly named Bernardo), who is also sometimes called CANALETTO (1724-1780), was his nephew and pupil, and painted with deceptive resemblance to the style of the more celebrated master.

CANALIS (also "canal" and "channel"; from the Latin), in architecture, the sinking between the fillets of the volute of the Ionic capital: in the earliest examples, though sunk below the fillets, it is slightly convex in section.

CANANDAIGUA, a village and the county-seat of Ontario county, New York, U.S.A., 30 m. S.E. of Rochester. Pop. (1890) 5868; (1900) 6151; (1910) 7217. It is served by the New York Central and Hudson River, and the Northern Central (Pennsylvania system) railways, and is connected with Rochester by an inter-urban electric line. Among the manufactures are pressed bricks, tile, beer, ploughs, flour, agate and tin-ware. The village, picturesquely situated at the north end of Canandaigua Lake, a beautiful sheet of water about 15 m. long with a breadth varying from a mile to a mile and a half, is a summer resort. It has a county court house; the Canandaigua hospital of physicians and surgeons; the Frederick Ferris Thompson memorial hospital, with a bacteriological laboratory supported by the county; the Clark Manor House (a county home for the aged), given by Mrs Frederick Ferris Thompson in memory of her mother and of her father, Myron Holley Clark (1806-1892), president of the village of Canandaigua in 1850-1851 and governor of New York in 1855-1857; the Ontario Orphan Asylum; Canandaigua Academy; Granger Place school for girls; Brigham Hall (a private sanatorium for nervous and mental diseases); Young Men's Christian Association building (1905); and two libraries, the Wood (public) library and the Union School library, founded in 1795. There is a public playground in the village with free instruction by a physical director; and a swimming school, endowed by Mrs F.F. Thompson, gives free lessons in swimming. The village owns its water-supply system. A village of the Seneca Indians, near the present Canandaigua, bearing the same name, which means "a settlement was formerly there" (not, as Lewis Morgan thought, "chosen spot"), was destroyed by Gen. John Sullivan in 1779. There are boulder memorials of Sullivan's expedition and of the treaty signed here on the 11th of November 1794 by Timothy Pickering, on behalf of the United States with the Six Nations--a treaty never ratified by the Senate. Canandaigua was settled in 1789 and was first incorporated in 1812.

CANARD (the Fr. for "duck"), a sensational or extravagant story, a hoax or false report, especially one circulated by newspapers. This use of the word in France dates from the 17th century, and is supposed by Littre to have originated in the old expression, "_vendre un canard a moitie_" (to half-sell a duck); as it is impossible to "half-sell a duck," the phrase came to signify to take in, or to cheat.

CANARY (_Serinus canarius_), a well-known species of passerine bird, belonging to the family _Fringillidae_ or finches (see FINCH). It is a native of the Canary Islands and Madeira, where it occurs abundantly in the wild state, and is of a greyish-brown colour, slightly varied with brighter hues, although never attaining the beautiful plumage of the domestic bird. It was first domesticated in Italy during the 16th century, and soon spread over Europe, where it is now the most common of cage-birds. During the years of its domestication, the canary has been the subject of careful artificial selection, the result being the production of a bird differing widely in the colour of its plumage, and in a few of its varieties even in size and form, from the original wild species. The prevailing colour of the most admired varieties of the canary is yellow, approaching in some cases to orange, and in others to white; while the most robust birds are those which, in the dusky green of the upper surface of their plumage, show a distinct approach to the wild forms. The least prized are those in which the plumage is irregularly spotted and speckled. In one of the most esteemed varieties, the wing and tail feathers are at first black--a peculiarity, however, which disappears after the first moulting. Size and form have also been modified by domestication, the wild canary being not more than 5-1/2 in. in length, while a well-known Belgian variety usually measures 8 in. There are also hooped or bowed canaries, feather-footed forms and top-knots, the latter having a distinct crest on the head; but the offspring of two such top-knotted canaries, instead of showing an increased development of crest, as might be expected, are apt to be bald on the crown. Most of the varieties, however, of which no fewer than twenty-seven were recognized by French breeders so early as the beginning of the 18th century, differ merely in the colour and the markings of the plumage. Hybrids are also common, the canary breeding freely with the siskin, goldfinch, citril, greenfinch and linnet. The hybrids thus produced are almost invariably sterile. It is the female canary which is almost invariably employed in crossing, as it is difficult to get the females of the allied species to sit on the artificial nest used by breeders. In a state of nature canaries pair, but under domestication the male bird has been rendered polygamous, being often put with four or five females; still he is said to show a distinct preference for the female with which he was first mated. It is from the others, however, that the best birds are usually obtained. The canary is very prolific, producing eggs, not exceeding six in number, three or four times a year; and in a state of nature it is said to breed still oftener. The work of building the nest, and of incubation, falls chiefly on the female, while the duty of feeding the young rests mainly with the cock bird. The natural song of the canary is loud and clear; and in their native groves the males, especially during the pairing season, pour forth their song with such ardour as sometimes to burst the delicate vessels of the throat. The males appear to compete with each other in the brilliancy of their melody, in order to attract the females, which, according to the German naturalist Johann Matthaus Bechstein (1757-1822) always select the best singers for their mates. The canary readily imitates the notes of other birds, and in Germany and especially Tirol, where the breeding of canaries gives employment to a large number of people, they are usually placed for this purpose beside the nightingale. (A. N.)