At one P.M. we reached Toronto on the north shore of the lake.

Toronto, the chief town of Canada West, as this part of the country used to be called, is a very English-looking and thriving town, of 60,000 inhabitants. It was decorated with triumphal arches and banners to celebrate the arrival of Lord Dufferin, the new Governor-General, who had just paid his first visit, and seems deservedly popular.

From Toronto, I crossed the lake to Niagara on the opposite shore, and steaming up the pretty Niagara river, and taking the train at Lewiston, found myself at the famous Falls, as elsewhere recorded, thus finishing my tour in Canada.

CHAPTER IX.

AMERICAN ENGINEERING-RAILROADS-CHICAGO WATERWORKS-ST. JOSEPH BRIDGE—THE MISSOURIST. LOUIS BRIDGE-EAST RIVER BRIDGE-TORPEDOES-HELLGATE

RIVER WORKS.

ALTHOUGH I did not go to America with any settled purpose of visiting Engineering works, in which I was naturally specially interested, I took advantage of several opportunities that presented themselves on the road to study some of the specialities of American Engineering, and offer these notes on the subject for the benefit of those interested in the same pursuits as myself.

I have already said something regarding the peculiarities of American Railroads. The Permanent Way is noticeable for the universal adoption of the light flat-bottomed steel rail, weighing only 67 lbs. to the yard; chairs are dispensed with, the rail being spiked down to the sleepers, which are

about two feet apart; the 4 feet 8 inches. gauge seems to be everywhere adopted.

The long passenger cars are supported at each end on 'bogeys,' or pivoted trucks, carried on four or six small wheels, which are convenient for the sharp curves prevalent on most of the lines. The cars are coupled together by the Miller coupler and buffer in one, but the springs of the latter seem generally too weak; by the use of this coupler a car can be immediately detached from the train. The Westinghouse air brake has been adopted on most of the lines, and seems very efficient. A cylinder of compressed air is fixed under each car, the connection between the cylinders being by elastic tubes. A larger cylinder is affixed to the engine or tender, and by the aid of a lever, the whole of this compressed force is brought under the control of the driver who can bring it to act on the brake levers by a simple movement of his hand.

The locomotives are generally provided with spark-bafflers to the funnels; also with cow-catchers in front, and with very complete glazed shelter for the men. Coal, coke, wood, and occasionally peat are used as fuel. The engines have generally two pairs of

driving wheels, with a four-wheeled bogey in front.

At Chicago I inspected the Water-works, of which the only peculiarity is a tunnel under the lake, from which the supply is drawn, made for the purpose of securing purer water than that found near the shore, which is rendered injurious by the town sewage and the drainage of distilleries and manufactories. This tunnel is of brickwork, two miles long, with a shaft at each end; the lake end being protected by a massive crib or hollow pentagonal breakwater, from storms, vessels, and ice. The diameter of the tunnel is five feet, which is sufficient to deliver a supply for 1,000,000 of inhabitants at the rate of 50 gallons a day for each person. The excavation of this tunnel was generally through stiff blue clay, and the only serious difficulty encountered was from the presence of inflammable and explosive gas, which had not been foreseen. Ventilation was effected by the aid of tin pipes, through which the foul air was drawn out and fresh air drawn in through the main opening.

The Crib for the lake shaft was fifty-eight feet in length on each side of the pentagon, and forty feet high, constructed of white pine timber,

the flooring and walls of which were made water-tight by calking. It was floated to its position, and then sunk to the bottom by admitting the water through sluices in the floor, when the interior of the walls was filled with loose rubble. A temporary wooden covering was then erected over it, with a lighthouse on top, and rooms above and below for the accommodation of the workmen. The work was then commenced from the lake end by sinking a cast-iron shaft, 9 feet in diameter, and 63 feet long, and 24 thick, which was made in seven separate pieces. The tunneling was then carried on from the bottom of the lake shaft, and continued until it met that from the shore end, which it did very exactly. The average rate of progress was about 9 feet per day in length.

The whole work was completed in three years, without any serious accident, on March 25, 1867; and since then there has been no cessation in the supply except a stoppage for a few hours on three occasions, caused by ice. The cost was about 90,000l.

Plate girders and other forms of rivetted structures for Bridges, are not in favour with American engineers; the cost of the rivetting is a serious item where labour is so ex

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