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January, 1918 were completed some time ago, special ar- rangements had to be made for the freight- handling machinery, on account of very heavy castings manufactured at this teeming industrial center. ' It has been rumored that the American Locomotive Co. plant, located here, expects to construct special barges that will enable the company to load locomotives for direct export from the plant aboard these boats. By sailing the canal and the Hudson to tidewater, the shipments can be loaded into ocean steamers with no rehandling, and at minimum cost. Other firms along the sys- tem will follow this means of quick and convenient transit to the coast. After passing Amsterdam eastward, barges enter the canalized Mohawk river, through scenic beauties hard to surpass anywhere in the country. Crescent, Cohoes and Troy now have their terminals, the Trojan City having two, the upper at a point above the Government dam and the lower on the east bank of the Hudson. While Troy is the end of the Erie canal proper, the Hudson river having been canalized down to that city, the real eastern terminus of the Erie canal is at Waterford, where the canal waters enter the Hudson by means of the Waterford flight. Here' occurs a series of five great locks, with a lift of 184 feet, or 14 feet higher: than that of the entire Panama canal. This exceptionally high lift was neces- 'sary to pass the canal around Cohoes falls and the dam at Cohoes. The five locks replace. the 16 small locks of the old canal. "Barges can go up »or.'down this great flight in about an hour and.a-half, as against eight hours through the old 16.locks. Here boats enter or leave the Pludsom river; 31, ew THe CHAMPLAIN CANAL . Running north of Waterford is the Champlain canal branch of the system, connecting with Lake Champlain at Whitehall, passing Mechanicsville, FINISHED CANAL AT WATERFORD Schuylerville, Port Miller, Fort Edward, Glens Falls (by spur or feeder) and Fort Ann, on its way north. The Champlain canal, which is now in operation, is the result of the canalization of the upper Hudson river from Waterford to Fort Edward. From the latter point northward the canal follows Bond and THEVYMARINE? REVIEW Stillwater, © PIER 6--NEW YORK TERMINAL OF THE STATE BARGE CANAL SYSTEM IN PROCESS OF CONSTRUCTION Wood creeks, so that lock construction might be saved and no interference would. be made with navigation on the old canal. The lock at Whitehall, which is the entrance to Lake Champlain, was one of the most difficult pieces of engineering work on the entire barge canal. This new lock was built in the same location as the flight of three locks in the old canal, but the work was done without interfering with navigation. A movable dam and siphon spillway were also built here to control Wood creek floods; flood conditions are now improved 'to the extent of 10 feet. Where formerly an hour was needed to pass into Lake Champlain from the canal, the time now con- sumed is seven minutes. In this part of the Cham- plain canal, a tug now takes a fleet of as many as 2C boats along at twice the old rate of speed, made by one boat- towed by three mules. Barges after passing into the Hudson at Waterford 'THE LITTLE FALLS LOCK This lock is 'the highest on the Barge Canal, having a lift of 40% feet--View shows the structure from the upper gate i can proceed at their best possible speed through the broad river channel to New York and seaboard. Both Manhattan and Brooklyn are provided with newly erected terminals for the loading and unloading of