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6 - MARINE REVIEW. New Canal Lock Building. In the last issue of the REVIEW the office and power building for the new 800-foot lock, St. Mary's Falls canal, was described, and it was intended to publish an illustration of the structure. A view of the east elevation is shown in the engraving herewith. Bids for the construction of this build- POWER HOUSE AND OFFICE FOR SAULT CANAL. ing will be opened in the office of Gen. Poe, corps of engineers, U.S. A., Detroit, on Saturday, the 28thinst. It is expected that the excavation and foundation work, now under way, will be sufficiently advanced by the first of the coming month to permit the contractor to begin work on the build- ing proper. It is required that at least the walls and ceiling of the build- ing be erected by Nov. 1, 1894. The entire building is to completed on or before Dec. 31. 1895. Filling Up of Breakwater Enclosures. A common criticismon the lakes regarding harbors of refuge made by the construction of breakwaters, is that they are constantly filling up and are practically worthless for the purpose for which they were con- structed. In an article on "Breakwaters, Sea-Walls and Jetties," printed recently in one of the magazines, Mr. George Y, Wisner, civil engineer of Detroit, touches this subject. -"The functions of jetties and breakwaters," he says, "are usually threefold: (1) to concentrate river and tidal currents through the proper entrance channels; (2) to prevent sand and littoral drift from entering and being deposited in the harbor: and (3) to form shelter from heavy seas for the safe entrance and anchorage of ships. In a majority of cases the de- terioration of harbors is largely due tothe movement of sand parallel with adjacent shores, from wave and current action, and, if the structures are _ not so designed as to prevent such drift from being deposited under the shelter of the works constructed, they are certain to result in total fail- ure. Littoral currents alone are not generally of sufficient force to pro- duce erosion, but, when aided by wave-action, the drift is picked up and transported along the coast until some shelter is found where wave dis- turbance is not strong enough to hold the particles in suspension. Un- fortunately, this condition often occurs behind breakwaters designed for the protecton of harbor entrances and anchorages. » ; "A fair example of such faulty design is shown by the rapid shoaling which has taken place in the great harbor of refuge formed by the Dela- ware breakwater, completed in 1869 at a cost of $2,750,000. The auchorage sheltered by the breakwater was from 25 to 30 feet deep when the work was completed, but it has gradually shoaled so that at present there is but little of the protected area over 16 feet deep. "At the recent International Engineering Congress Mr. J. P. Griffith of Dublin, said: 'The keynote to the success which has attended the efforts made to improve the Dublin bar has been due toa full appreciation of the littoral and tidal currents by the engineers who designed the works, Dublin bar has been improved by artificial scour resulting from the con- struction of a tidal reservoir of 2,500 acres, enclosed by two great piers extending out over the strands of Dublin bay. These piers have been aa formed as to make the outward scouring current Oe in unison with, and not in opposition to, the littoral currents of the bay. 'The failure to fully appreciate the effect of littoral currents by en- gineers has been the cause of their adopting plans for improving several important American harbors which have totally failed to produce the re- © sults anticipated and predicted. The design for the improvement of Galveston harbor by means of jetties is a notable example of this class ot work. The general direction of the littoral drift on that cost is from the northeast to the southwest ; yet the jetties, on which upwards of $4,000,000 have already have been expended, are faced directly to the eastward. The results thus far obtained have been an increase of channel depth on bar of _ about two feet, an abnormal movement seaward of the outer face of the bar, and the development of an eddy to the south of the works of such magnitude that the city front has been washed away in places a width of nearly 1,000 feet, while during the past ten years, the loss of nearly sixty acres of city property has occured. The problem that now confronts the citizens of the Island City is, whether they will have any city left by the time a deep water channel is obtained across the harbor bar." Origin of the Ice Crushers. A Cheboygan correspondent of the Detroit Journal has had an inter- view with Capt. Ed. Bonchard of Thompson Smith's Sons' big raft-towing tug Duncan City, who claims that the big ice crushers of the Straits of Mackinaw, St. Ignace and Ste. Marie, with their system of screws fore and aft, are but the result of a haphazard forcing of the straits in the spring of 1846. Very early in 1866, according to the Cheboygan captain's story, the Northern Transit steamers City of Boston and State of Maine, which then formed part of.a daily service between Chicago and Ogdensburg, reached the straits. The ice was heavy, and although it was broken and floating, it defied the efforts to get through. Finally, one of the captains--Capt. Bonchard thinks it was Capt. Sullivan--had a happy thought, and after some persuasion he induced the captain of the other boat to try it, and it . worked toacharm. It was to lash the boats together, bows on, one to be ~ pushed into the ice stern foremost, reversing her screw to crush the ice and push it away, andthe other to keep the boats going down the straits. The effort was a complete success and both boats got throughin good time and without accident. So far as the records go, then, this was the first time boats were ever used in this way, or that the double-ender prin- ciple of the ice crushers now used in the straits was utilized. Stocks of Grain at Lake Ports. The following table, prepared from reports of the Chicago board of trade, shows the stocks of wheat and corn in store at the principal points of accumulation on the lakes on July 21, 1894: Wheat, bu. Corn, bu GSiCAC Or raeae caer ss jcsecrsce ccc te neces une 16,530,000 1,633,000 HP lnetlate os. cestinaccsscsecescetcaseadctescces AMS 9 00 Oke ee ce reetace Millwatk@erae. si. .ccscc.ccesetesstdncsntes 960,000 shit atons WDetrOitroreecctrtbe tes sctarese neces 807,000 2,000 MOLE OW s heas Sacce cet Slenivecteileseeed ase Gast 1,371,000 89,000 Bultlal Oka ccchecccets snes ssssacedderss tassios 1,208,000 133,000 MNOUall stance sectors tunseuvecrer sie es 25,035,000 1,807,000 At the points named there is a net decrease for the week of 929,000 bushels of wheat, au increase of 719,000 bushels of corn. There is not adry dock on this hemisphere in which the battleship Indiana, now nearly ready for delivery, can be placed. The completion of all three of the government docks under construction that are capable of floating a ship of the size of the Indiana is very much delayed from various causes. The greatest delay is with the Gillies dock in the navy yard, Brooklyn, which is to be 670 feet long. The other docks that are to be large enough but not yet completed are at Port Royal, S. C., and Fort Orchard, Wash., docks. If YOU ARE INTERESTED IN THE NEW UNITED STATES NAVY, YOU WILL WANT PICTURES OF THE NEW YORK, (SEE SUPPLEMENT IN LAST ISSUE.) PHILADELPHIA, BALTIMORE AND VESUVIUS, STEEL ENGRAVED ON HEAVY CARD BOARD 10x14 INCHES. sEND $1 FOR THE FOUR TO THE MARINE REVIEW, 516 PERRY-PAYNE BUILDING, CLEVELAND, 0., AND WE WILL ADD A COLOR ETCHING OF THE STEEL STEAMER GRATWICK, FREE. To Chatauqua lake free in connection witha $3.00 Niagara Falls ticket over the Nickel Plate road. Toronto $1.00 extra. No. #24 Bank street and 534 Pearl street, and depots, Cleveland. 26 os aie i