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Seven Millions Required to Complete New York Canals. Superintendent of Public Works George W. Aldridge and Engineer C. W. Adams of New York state have finally made a clean breast of the problem with which they are confronted regarding canal improvements. With the approval of the superintendent of public works, the engineer has made public a report showing that it will take at least $16,000,000 to improve the entire canal system of the state on the lines begun under the $9,000,000 improvement act. This means that $7,000,000 additional must be provided in order to complete the scheme of 9-foot navigation, for which contracts involvinie practically all of the appropriation of nine millions have been let. The people of New York will undoubtedly hesi- tate about undertaking this great additional expense, especially as the improvements are not of a kind that will admit of great difference in the size of vessels using the canals. Discussion of the subject will direct at- tention to the proposition that the Erie canal be turned over to the general government and enlarged on a scale of greater dimensions than are involved in the present work. The excuse offered by the state department of public works for the great difference in estimates now submitted and those given out before the improvement was begun is contained in salient points of the report now at hand which are summarized as follows: 1. That no surveys for such an improvement of the canals as is now under way had ever been made up to 1896. 2. That the estimated cost of this improvement as submitted to the constitutional convention of 1894, was prepared in twelve days and was, therefore well: known and stated to be practically mere guess work. 3. That the careful surveys and estimates were made in 1896 from a GL thorough examination of the 454 miles of canals to be ae pueee that the probable cost of such improvement was about $ mee eae . That an unsuccessful effort a cana to cu bring the cost within the appropriate {V0U,0UU. 5 That the impossibility of using a large portion ct Se material for use on the banks of the canals as originally c very greatly increased the cost. ee: ie 6 That during the progress of the work oF Se See ventable caving in of dilapidated and toppling walls oe ue eae sitated new constructions and increased quantities a 8 expense, ee . "7. That contracts have already been let for the oe pee two-thirds of the proposed improvement, winiee Beaton in 1898. The will have been completed at the opening of aa ee ee work aggregates estimated cost at contract prices of this two-thirds oe aS cre eatin $7,121,812, though this covers two-thirds of the leng of the rk, : most 8. eer. already let cover what are believed to be the diffi rti roposed improvement. Cone Aitene ne ee ee millions of dollars additional wi requi mi the improvement. : tire improvement : 0. That sears oan available we beliere ee , an P1R09. , Can probably be completed at the opening oF tle rapid as was con- ll. That the progress made to date rae We one might have been Sistent with other conditions and that the ay Sale under contract now, had sufficient funds ee bid upon a definite char- 12, That contractors are required by law Si nally paid for the actual acter and quantity of work and that they ar "Under this plan the amount of work performed at the contract Rear more, no less. state always pays for the work actually done to Ba ci ea eae 4, 25 an an Holiday excursions via the Nickel Plate road Dec. 24, 108 Dec. 31 Jan. 1, returning until Jan. 4, 1898. MARINE REVIEW. Tl Records of Last. Passages. _In view of the large number: of vessels that rem ined in commission during the past season long after the underwriters ( ad discontinued all imsurance, some of the vessel owners taking the risks on cargoes in their Own uninsured vessels, it may be well to note, as a matter of record, the eet sailings from leading ports and the latest passages in the straits and canals. The last vessel to leave Lake Erie for Lake Superior was the steamer W. D. Rees of the Wilson line, which sailed from Cleveland at | o'clock in the morning of Dec. 10. The Rees was the last vessel up-bound through the Sault canal, locking through on the 11th. pce The last vessel to leave the head of Lake Superior was the City of Bangor, owned by Eddy Bros. of West Bay City. he Bangor left Duluth at 11 a. m., Dec. 10, and locked through the Canadian canal at the Sault early in the morning of the 12th. As a result of an accident 'ust below the Canadian lock, she was delayed in the Sault river until the 13th, when the completion of temporary repairs enabled her to continue her trip in safety to Chicago. ae eer The Canadian lock at the Sault' was closed Dec. 12. The locks in the United States canal were closed three days earlier, on the 9th.:° ~* The last vessel through the Welland canal was the Monteagle, which passed down, bound for Ogdensburg, on Dec. 11. me a4 The Davidson steamer Rappahannock, last vessel to leave Chicago with grain for the lower lakes, passed out of Chicago harbor at 8 p. m., Dec, 17. Not until the day after Christmas, Dec. 26, was the record of pas- sages complete at the Straits of Mackinaw. The steamers Raleigh and OBE IRON WORKS 6O,'S COMBINED SHIP YARD AND DRY DOCK PLANT--VIEW OF SHIP YARD. Aurora passed the Straits on that day, the former at 7 a. m. and the latter at noon. The thermometer recorded 25 degrees below zero on the day of these passages. Both vessels were loaded with coal for Milwaukee and reached that port without difficulty. The Aurora was also the last vessel to pass the Straits in 1896--Dec. 20, bound down. Bags of Cement Used in Releasing the Rosedale. Referring to the work of the Donnelly Salvage & Wrecking Co. of Kingston on the wrecked steamer Rosedale, one of, the representatives of Chicago underwriters says: "That job was as skilfully handled as any work of the kind ever undertaken in this country, and the Kingston com- pany has covered itself with glory in the eyes of lake underwriters; not because the release of the ship would have been a difficult problem if there was plenty of time for the work, but it was mecessary to count time by minutes, on account of the probability of unfavorable weather, and when the Donnellys went to the wreck they went there prepared for the job which they had in hand. They made certain of providing plenty of pumping capacity and they used it to the best possible advantage. On the second day after they reached the wreck they had eight pumps be- tween decks connected with the steamer's boilers and in Shape for most effective service. The pumps included three 12-inch rotaries, two 10-inch Worthington horizontals, one 10-inch centrifugal, and one 16-inch hori- zontal. But the most advantageous feature of the job, and that which worked to best advantage, was the plan of clearing the grain from the tank tops and then forcing bags of cement down on the breaks win the ship's bottom, thereby making the water bottom reasonably tight." Travel the road whose service is great, 'The one that offers a holiday rate, "3 Where trains are fast and "up-to-date; You know, of course, the 'Nickel Plate. 404--Dec. 31