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Mr. Mohun.

Mr.Macdougall

DISCUSSION.

The author has so clearly pointed out the causes of failure, and the safety and simplicity of the remedy he proposes, that it appears almost superfluous to protract the discussion.

To the writer it seems surprising that under the conditions described there should have been only three breaches in some fifty years, though, as pointed out, constant inspection and prompt repairs have averted many other failures. It would be interesting to learn the average annual expenditure for maintenance of that portion of the canal opposite "Sheck's Island," as compared with other sections.

The objections raised by the author to the original construction have equal weight as against deepening and enlarging the canal by dredging. As pointed out, if the foundation is unsound, the extra width of bank will give no additional security.

It is too much to expect that no similar sand streaks underlie the present bottom; and in the event of such being reached by the dredge, it seems, in the writer's humble opinion, almost certain that the bank will blow up, which, quite possibly, would be the first intimation of danger.

The author has not only pointed out the faults, but has also suggested the remedy. A remedy which, by making use of the facilities provided by nature, and transforming her from a foe into an ally, promises to prove at once simple, efficient and economical.

The writer fails to follow the author as to the heights of the two dams, if the fall of the river bottom is, as he understands, four feet between them.

As to the interests of navigation during extension, the author clearly shews that they would be better served by the adoption of his plan than by enlarging that portion of the present canal opposite Sheek's Island.

A retrospect of half a century is given to few men in public. A close connection for many years with this large and important public work entitles the criticisms and recommendations of the author to special consideration.

The construction of French (or dry stone) drains under the banks seems to court disaster. The streaks of running sand could only be controlled by a thick layer of puddle laid in a trench as shewn on cross sections 2 and 4. The proposed method of deepening the canal will apparently destroy these trenches, and tend to increase the liability to breaks in the banks. Was it not Brindley who was appealed to, on his sick bed, as to how a similar leak on one of his canals should be stopped? "Puddle it," he said. It seems to the writer that a thick and solid layer of puddle would be the most efficacious method of preventing leakages through these sand streaks.

The author's proposal to use the channel north of Sheek's Island is well worthy of consideration. There seem to be no engineering difficulties in the way, nor are there any tendencies to sudden floods or high water in this portion of the river, to cause anxiety as to the fate of the dams.

Thursday, 21st November.

JOHN KENNEDY, Member of Council, in the Chair.

The discussion of MR. S. KEEFER's paper on The Cornwall Canal occupied the entire evening.

Thursday, 5th December.

E. P. HANNAFORD, Vice-President, in the Chair.

The discussion of the affairs of the Society occupied the greater part of the evening, and the reading of MR. H. B. SMITH'S paper on The Vancouver Water Works, was postponed to the 19th inst.

Thursday, 19th December.

P. A. PETERSON, Vice-President, in the Chair.

The following having been balloted for, were declared duly elected

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The following has been transferred from the class of Associates to that of Members ::

HERBERT SAMUEL HOLT.

The following have been transferred from the class of Students to that of Associate Members:—

FRANK G. JONAH.

HENRY GRATTAN TYRREL.

Paper No. 35.

VANCOUVER WATER WORKS.

By HENRY BADELEY SMITH, M.CAN.Soc.C.E.

INTRODUCTORY REMARKS ON VANCOUVER AND VICINITY.

Previous to the year 1886, the City of Vancouver, British Columbia, had no existence. Where this city now stands, was then a dense, tangled forest of huge fir, cedar, spruce and hemlock; the only evidence of the presence of man being a clearing a few acres in extent, on which low frame buildings, not more than a dozen in number, had been erected, and which was vaguely known to the outside world as Coal Harbour, Gas Town, and the Granville Town Plot.

At this date the Canadian Pacific Railway terminated at Port Moody, a small town at the extreme head of Burrard Inlet, 18 miles from the Gulf of Georgia. The Company, desiring a terminus nearer the open sea, negotiated with the legislature of British Columbia for a grant of land in the neighbourhood of the Granville Town Plot.

The Government, foreseeing that a large city would speedily be built up at the terminus of this great trans-continental railway, were it located on the best attainable site near the sea, voted the grant by a large majority, stipulating only that the extension from Port Moody westward to the lands granted should be constructed and in operation by a stated time. When it became known that the terminus of the railway would undoubtedly be at the Granville Town Plot, population began to pour in so rapidly that, on April 6th, 1886, the Legislature passed an act incorporating the locality as the City of Vancouver.

The population at that date did not exceed two thousand. So great, however, has been the influx of all classes, that at the time of writing, it is estimated on reliable data, that no less than ten thousand souls are contained within the limits of the city.

The City of Vancouver is situated on the south shore of Burrard Inlet, in Lat. 49°, 16′, 31′′ N, Long. 123°, 05', 52" W, its western boundary being 3 miles east of the Gulf of Georgia. It is distant from Liverpool on the east 6116 statute miles, and from Yokohama on the west 4991 statute miles. From Montreal to Vancouver is 2905 miles, and from New York, via Canada, to the same point is 3162 miles.

Burrard Inlet is the first harbour of magnitude on the Pacific mainland north of the United States. It is easy of access to vessels of the deepest draught, and safe anchorage can be found in any part. English Bay, the entrance to the Inlet, is 4 miles long and 4 miles wide. At its head it divides into two branches,-False Creek on the south, and the First Narrows on the north. False Creek is a narrow arm 4 miles long, extending due east from English Bay, midway between the North Branch (Burrard Inlet proper) and the south boundary of the City of Vancouver. Being almost uncovered at low water, it is unsuitable for navigation.

The north branch, which leaves English Bay for the First Narrows, extends due east a distance of 14 miles. The width of the Narrows at extreme low water does not exceed 1086 feet, whereas a mile and a half inland it reaches 12,210 feet. Soundings of 120 feet can be obtained at the entrance, and 234 feet at the outlet opposite Van

couver.

The land between Burrard Inlet and False Creek, on which the present Vancouver is built, is for the most part flat, the highest elevation above sea level not exceeding 145 feet. South of False Creek, however, a rapid rise takes place, terminating in a table-land 200 feet above sea level. A few small streams run down from this table-land into False Creek; but these are insignificant, and cannot be utilized for manufacturing or other purposes. The nearest river on the same side of the Inlet on which Vancouver is built, passes 15 miles to the westward.

ORIGIN OF THE CITY'S WATER SUPPLY.

The subject of a good and sufficient water supply for the City of Vancouver, or to write more accurately, for the place now known as the City of Vancouver, was first taken into earnest consideration by Mr. G. A. Keefer, M. Can. Soc. C. E., in June, 1885, nearly a year previous to the incorporation of the city. Mr. Keefer, foreseeing at that early date that the ultimate destiny of the Canadian Pacific Railway was to reach a point nearer the coast than Port Moody, and knowing that the Granville town-site possessed all the requisites for the foundation of a large city, interested himself in obtaining information as to the best source of a water supply for that locality, should the Railway Company decide upon it as the terminus of their system. He speedily ascertained that no supply could be advantageously and economically obtained on the south side of the Inlet, where the city must necessarily be located, no streams or lakes of any magnitude existing in the vicinity.

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