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171
CANAL DOVER—CANALE

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 3½ 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.

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 19½ m. in 6 hours in the teeth of a strong headwind. Mechanical
power.
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 5½ 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 2½ 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