. American engineer and railroad journal . t at the end of the canal, andthence passing over it dips down into the water, while thelock planes end in the chamber of a shallow lock, into whichthe boat is run, and where, after the gates have been closed,water is admitted raising the level to that of the canal above. This system was continued until the winter of 1835-36, whenall of the summit planes were changed to lock planes. Theprobable reason for this was that an increase in the length ofthe boats was in contemplation, and there was a difficulty incarrying a solid boat over the brow of the in
. American engineer and railroad journal . t at the end of the canal, andthence passing over it dips down into the water, while thelock planes end in the chamber of a shallow lock, into whichthe boat is run, and where, after the gates have been closed,water is admitted raising the level to that of the canal above. This system was continued until the winter of 1835-36, whenall of the summit planes were changed to lock planes. Theprobable reason for this was that an increase in the length ofthe boats was in contemplation, and there was a difficulty incarrying a solid boat over the brow of the incline on a singlecar. The canal remained in this condition until 1841, whenthe demand for better facilities and larger boats led to thewidening of the planes by 2 tt., while the locks were widenedto 11 ft. and lengthened to 95 ft. The traffic still continuingto increase, work on the general enlargement of the waterwaywas begun in 1845, when the breadth of the canal was increasedto 25 ft. at the bottom, to 40 ft. at the water-line, and the. THE CREST OF THE INCLINE AT BLOOMFIELD, N. J., SHOWING BOAT LEAVING THE WATER. this commission made a very careful study of the inclinedplanes in use on the Morris Canal, and it was from the draw-ings and memoranda obtained during this visit that the de-tails of the planes on the Biwa Canal were prepared. Thusdid we go abroad to learn the news of home. It was at the close of the first quarter of this century, beforethe advent of railroads and when canal transportation stillheld the pre-eminent position as an economical method oftransportation, that the charter was granted for the construc-tion of the Morris Canal, that was to and did afford a cheapmeans of transportation for merchandise between the Hudsonand the Delaware, and especially as an eastern outlet for thecoal of Pennsylvania. To he exact, the charter for the con-struction of this canal was granted on December 31, 1824, andin the following July ground was broken and the work pushedto
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