The importance of this great national undertaking, whether considered as a work of magnitude and expense, as tending to open up and improve some of the most barren and rugged districts in Scotland, or to facilitate the intercourse between the eastern and western sides Caledonian of Great Britain, by rendering unnecessary the navigation of a circuitous and dangerous coast, induces us to treat of it separately, and to furnish our readers with a correct map or plan of its line, reduced from the maps laid before Parliament.

So early as the year 1773, Mr James Watt first idea of Soho, to whom mankind and the arts are so much indebted for his improvements in the steam-engine, was appointed by the Trustees or Commissioners for certain Forfeited Estates in Scotland, to make a survey of the central Highlands. Mr Watt, in his Report to that public body, recommended, amongst other improvements for the Highlands, the formation of the Crinan Canal, which has long since been executed, and also of the Caledonian Canal, from Inverness to Fort-William, now in progress, and which we are immediately to describe.

The late rapid introduction of the sheep-farming Circum-system having necessarily deprived multitudes of the inhabitants of their former means of subsistence, the formation of roads and canals, and the multiplication of fishing stations, came to be looked to, as affording the most likely means of mitigating the evils consequent upon this great and sudden change of system; and in pursuance of this view of things, the Lords of the Treasury, in 1802, directed Mr Telford, Civil Engineer, to make a survey of the coasts and central Highlands of Scotland. The Report which he in consequence drew up, involves a variety of considerations connected with the improvement of the Highlands, and the employment of the population of these districts; but the part of it which we are more particularly to consider, is that which refers to the proposition of an inland navigation from Loch Beuly and the German Ocean on the eastern coast, to Loch Eil and the Atlantic Ocean, on the western coast. Mr Watt proposed that the depth of this canal should be ten feet, or two feet more than the Forth and Clyde Canal; but Mr Telford, considering the great command of water from the chain of lochs or lakes in its line, and aware no doubt of the advancing state of maritime adventure, and of the inconveniences which are felt from the small scale on which that navigation has been executed, though originally termed the great canal, was induced to propose a depth of twenty feet for the Caledonian Canal; that it might thus be capable of floating twenty-eight gun Frigates, and the largest class of Baltic traders.

The Parliamentary Committee, which had been appointed in reference to the situation of the Highlands, had corresponded with the Highland Society of Scotland as to the means of improvement; and, before finally reporting upon this great and bold plan, they called before them the most eminent Engineers, nautical Surveyors, Mariners, and Merchants in the kingdom. In particular, Mr Jessop and Mr Rennie, Civil Engineers, were severally examined with regard to the practicability and expence of the plan proposed by Mr Telford; and Captain George Duff, of the Royal Navy, Captain Huddart of the Trinity House, London, Lieutenant Gwynn, Commander of the Fort-Augustus galley on Loch Ness, and several others, were examined upon points touching the navigation and anchorage for large vessels. Returns were also procured from the ports of Dublin, Liverpool, Greenock, Leith, and Aberdeen, regarding the probable advantages of the proposed inland navigation, and to what extent it would be useful. This Committee, after much investigation, reported as follows:

"Your Committee, from a full consideration of all the evidence laid before them, and annexed to this Report, by way of Appendix, submit to the House their opinion: That the execution of the inland navigation, proposed in Mr Telford's plan, under all due regulations, for the economical expenditure of such monies as may be employed in this great work, will be a measure highly conducive to the prosperity and happiness of that part of Scotland in which it is situated, and of great importance to the general interests of the whole United Kingdom."

A Bill was, accordingly, brought into Parliament, on the Report of this Committee, in the Session of 1803, entitled, "An Act for granting to His Majesty the sum of L. 20,000; towards defraying the expence of making an inland navigation from the Eastern to the Western Sea, by Inverness and Fort-William; and for taking the necessary steps towards executing the same;" which Act received the Royal Assent on the 27th day of July 1803.

The Board of Commissioners for the Caledonian Canal, appointed by this act, accordingly met, and made certain arrangements for the immediate commencement of the work; having, in the first place, appointed Mr Thomas Telford to be their Engineer. He had formerly been employed by the Lords of the Treasury in making various surveys of the Highlands. But in so important an undertaking, the Commissioners judged it necessary to call to his assistance Mr William Jessop, another eminent and experienced Engineer. Mr Telford, instructed by the Commissioners, proceeded immediately for Scotland, and again made an entire survey of the whole line of the canal from Inverness to Fort-William. To ascertain the soil, trial-pits and borings were made from shore to shore, at distances not exceeding half a mile. Mr Murdoch Downie, an experienced Marine and Nautical Surveyor, was employed to make a survey of the chain of lochs upon the line, in order to sound and determine their respective depths and anchorages. The line of the canal, where cutting was necessary, was now carefully laid out. Stone and lime quarries, timber and other necessary materials were looked after, and some idea was formed as to the probable value of the land to be passed through. Places were also fixed upon for the entrance-basins or sea-locks, at both extremities, and every possible information prepared for Mr Jessop's survey, which took place in the month of October. He was met by Mr Telford at Edinburgh, and these gentlemen proceeded together to a full examination of the whole; and, upon this survey, Mr Jessop reported his opinion to the Commissioners, and furnished an estimate of the expence. The chief difficulties alluded to in his Report, as incident to this great work, refer to the cutting new channels or courses for the rivers Ness, Oich, and Lochy,—the deepening Lochs Doughfour and Oich by excavation,—the damming up and raising the surface of Loch Lochy, which is about ten miles and a half in length, to an additional depth of twelve feet,—the spilling or running off its flood-waters by a new cut into the River Spean; and some extra cutting at the summit level between Lochs Oich and Lochy. But one of the most difficult parts of the navigation, is stated to consist in the deepening and management of Loch Doughfour. Mr Jessop seems to have been prepared to meet with rather an unfavourable soil for canal operations; he was of opinion, that the whole valley between Loch Ness and Fort-William, has been one entire sheet of water; and that the portions of land intervening between the lochs are the debris of the adjoining mountains. The first trial-pits dug in the neighbourhood of Inverness, did not fail to give some alarm upon this subject, as the ground consisted of sand and gravel so open and porous, that the tidal waters of Loch Beaulay flowed and ebbed through it. But on other parts of the line of the canal, the gravel was found to have such a mixture of earthy particles as would be sufficient to render it impervious to water.

The extent of canal to be formed and cut, is stated to be about 21 1/2 miles, and the loch or lake navigation from sea to sea of about 59 miles; the bottom width of the cutting 50 feet, with slopes of 18 inches to a foot, with benchings at the water-line, making the width at the surface to be about 110 feet. The general dimensions of the canal, though afterwards enlarged, were now estimated at 20 feet for the depth; the width of the locks is taken at 38 feet, and their length at 162 feet. The number of locks is estimated to be 23. They are to be built of masonry, with gates and platforms of American pitch-pine. After critically examining the whole intended line of the Caledonian Canal, its proposed dimensions, soil, materials and workmanship, Mr Jessop estimated the expence at the sum of L. 474,531, including 8 per cent. for contingencies; but exclusively of the price of land, and the necessary moorings for the anchorages at the respective lochs. Upon a joint Report afterwards by Messrs Jessop and Telford, this sum is proposed to be expended, and the works completed, in the course of seven years from the period of their commencement.

In this stage of the affairs of a work so extensive in its operation, and so important in its consequences, it became of the last importance, in finally resolving adopted, upon the dimensions of the first lock, to fix upon such as would answer, in the fullest manner, all the purposes of the intended navigation. To this point, therefore, the attention of the Engineers was again directed; especially as the dimensions of the first lock would not only regulate all the rest, but also the works of excavation along the whole line of the canal. After maturely deliberating upon all the information which had been obtained, regarding the description and tonnage of the shipping which navigate the northern seas, and advising at large, as before noticed, with Engineers, Mariners, and Merchants, upon the important subject of the dimensions of the canal,—it having been specified in the act authorizing this work, that such an inland navigation should be formed, as, when completed, Caledonian might "enable ships and vessels of considerable burden, trading between the eastern and western coasts of Great Britain and Ireland, and the German Ocean, to avoid a long and dangerous navigation round the northern coasts of Scotland;" the Commissioners, considering also that the proposed dimensions of the works of excavation, viz. 20 feet of depth, 50 feet of width at bottom, and 110 feet at the surface water-line of the canal, would admit and be sufficient to float a 32 gun frigate; and as only a very small addition to the original and annual expence would be incurred by enlarging the locks for that purpose:—it was finally ordered, that the length of the locks should be increased from 162 to 172 feet, and that the breadth should be from 38 to 40 feet, the depth to remain at 20 feet as before intended. The Commissioners thought it their duty to prefer this large scale of construction, as, although it would increase the expence, the canal would thereby be capable of affording an occasional passage to that class of His Majesty's ships, of which there was, at that period, upwards of forty in the service, which must otherwise have been excluded from it. In this resolution, the Board of Commissioners had also in view the increasing tonnage of merchant ships, as some of the vessels trading between Liverpool and the Baltic, approach to the dimensions even of these enlarged locks.

Side Locks. With a view to give greater facility to the passage of small vessels, and to avoid the consequent wear of the large locks, the Engineers had been directed to consider the propriety of constructing small side-locks for vessels of about 200 tons, which draw about twelve feet water, or of such dimensions as to correspond with the depth of the Crinan Canal. This appendage of small locks, it appeared, would have added to the original expence about L. 75,200; and considering that two, or even three small vessels might pass together through the large locks, the advantages attending the side-locks appeared to be very uncertain, and the idea was therefore laid aside for the present.

New Act of Parliament. It appears from the first Report of the Commissioners for making the Caledonian Canal, that the sum of L. 6052, 10s. 10d. had been expended in the preparatory measures for this great undertaking. In the Session of Parliament 1804, another act was passed, entitled, "An Act for making further Provision for making and maintaining an Inland Navigation, commonly called The Caledonian Canal, from the eastern to the western Sea, by Inverness and Fort-William in Scotland." By this additional act, a further provision of L. 50,000 was made for this undertaking.

Commencement of the Work. In the month of June 1804, the Commissioners resolved that Mr Jessop should again visit the line of the intended navigation in concert with Mr Telford, that they might jointly inspect the progress of the works already commenced, and re-examine all the particulars of the former survey; that they might determine the position of each lock on the whole line of the canal, and, as far as possible, fix the situation, dimensions, and construction of the bridges, culverts, and other necessary works; and that they might take into consideration the manner in which it would be most convenient to connect the line of the canal with the several lochs or lakes forming part of the intended navigation; and also fix and arrange the price of labour, and the mode in which the several works would be most advantageously let or contracted for.

During the first year (1803), the operations were merely of a preparatory nature, and the number of workmen did not exceed 150. But in the year following they were increased to upwards of 900, when it became necessary to appoint resident Engineers, particularly at the extremities of the line, to which the first works were entirely confined. For this highly important charge, Mr Matthew Davidson, who had acquired much experience at the works upon the Elsemere Canal, particularly at the great aqueduct of Pontycyclet in Denbighshire, was appointed to the eastern division, and Mr John Telford took charge at the western end.

In the commencement of operations of this public nature, it became an important consideration to interfere as little as possible with the rates of the stated labour of the country; and therefore, as well as from motives of economy, only about one-sixth part of the work was done by day-labour, the other parts being done by contract and measurement. The rates for day-labour and workmanship, as fixed by Messrs Jessop and Telford in 1804, we shall state, more as a matter of future, than of present interest. Labourers by the day, were paid from 1s. 6d. to 1s. 8d. and 2s., according to the description of work. The works of excavation and embankment varied according to the distance of removal. That for the earthen work of coffer-dams of the eastern division was 9d. per cubic yard, exclusively of pumping water, working the puddle in the banks, or expence of railways. The rate or price of iron-work to be 5 1/4d. per lib., when the price of Swedish iron is at L. 30 per ton at Inverness. Timber work in coffer-dams, and sheeting to locks, 6d. per cubic foot for labour only. Ruble masonry, laid in lime mortar, at 1s. per cubic yard, cut stone or squared masonry at 1s. 7d. per cubic foot, exclusively of pozzolano or tarras, where necessary. In common earth cutting, including puddling and forming the banks, the price throughout the whole works was not to exceed the average rate of 6d. per cubic yard; excepting in cases where the removal of the puddle should exceed 100 yards, when an extra allowance was to be made by the award of Mr Thomas Telford. Also, wherever the removal of earth by barrow exceeds 60 lineal yards, or 120 yards by barrow-carts, an allowance to be made over and above these prices, at the rate of 3 1/2d. per cubic yard for every run of 20 yards by barrow; or 40 yards by barrow-carts. The same rate of prices is applicable to the works of the western division of the canal, only in such instances as the circumstances differ materially. Part of the excavation at the western end is in rock, which is to be paid for at the rate of 2s. per cubic yard, and the excavation and embankment at 8d. per cubic yard. The most considerable difference here was in the price of cut stone, or squared masonry. At the eastern division, the quarry of Redcastle is only about five or six miles from the work; while at the western division, the cut stones for hollow quoins, coping stones, &c. were brought from the Cumbrae Island in the Clyde, distant, even by the Crinan Canal, upwards of 100 miles; the price of cut stone work was consequently fixed at 2s. 5d. per cubic foot, instead of 1s. 7d.; or if granite from Ballahulish, distant about twenty miles, should be used, the price to be at the rate of 2s. per cubic foot. But even these prices were, upon due investigation, found to be insufficient, and the contractors were afterwards allowed at the rate of 3d. per cubic foot in addition for cut stone, and 1s. per cubic yard for ruble work.

These highly important arrangements being made, the masonry, and much of the work of excavation and embankment, were undertaken by contract, and proceeded with great alacrity. Men skilled in the various branches of canal work resorted to the Caledonian Canal, from all parts of the united kingdom; and no less than about one thousand men have been employed on an average for the year; so that this tract of country, lately a forlorn waste, became all at once a place of active industry. The Highlander, hitherto accustomed to loiter away his days in indolence, looked on for a time with astonishment at the exertions of his southern brethren, and ere long mixed with this busy scene. In this respect, the Caledonian Canal has been of immense advantage to the Highlanders, a fact which the writer of this article has had many opportunities to observe.

Having thus stated the commencement of the Canal, we shall next give a general description or outline of the country through which it passes, proceeding from the east to the west sea. Mr Watt, in his Report of 1773, observes, that the regularity of this extensive tract is quite astonishing; in so mountainous and rugged a country. Mr Jessop, in his first Report, says, that at some early age of the world, it seems probable this immense chasm (the line of the Canal) has been nearly open from sea to sea. Though the investigations of the Geologist have, as yet, we may observe, made small progress in elucidating the probable revolutions which the earth has undergone; and although, upon every hand, he is met by difficulties, and contradictory appearances, yet it is scarcely possible that any one who has examined and considered the appearances of this interesting chain of salt and fresh water lochs or lakes, can doubt that, at some period of the world, the sea has occupied a higher level; that the country in the vicinity of the towns of Inverness and Fort-William have been, at one time, covered by it to a much greater extent; and that at some period the whole of this chain of lakes, thus forming one great sheet of water, had only one barrier, at the eastern, and another at the western extremity. These barriers or fences, in the course of time, being worn down; the increased issue of the waters from the original loch, would have a tendency to lower the surface of the water, and thereby expose the highest parts of the bed, and thus ultimately form the divisions or necks of land which we now find separating and dividing these lochs. So much of probability does this theory carry with it, that, along the whole length of the line of canal, the excavated matters, with little exception, are found to consist chiefly of gravel and water-worn stones: these subdivisions, once formed and exposed to the atmosphere, would acquire vegetable and adventitious matters; and in time, by the wearing of the beds of the original outlets, these patches of land would rapidly increase.

But whatever may have been the actual state of matters here, at an early period, the great vale, or perhaps more properly, the chasm, of the Ness and Lochy, is, without exception, the most remarkable in the kingdom; for, in a distance of about sixty miles, from sea to sea, the summit level of this navigation is only about 94 feet above the level of the ocean. There are, indeed, some approximations to this state of things; as, for example, between Crinan and Lochgilphead,—the line of the Crinan Canal.) This may also be noticed of various other parts of the kingdom,—as between the great Wash of Lincol on the east, and the vale of Gloucester and Severn on the west; between the river Tyne and the Solway Firth; the Firth of Forth, by Blair Drummond Moss, and the Clyde. Perhaps the nearest to the vale of the Ness and Lochy of those mentioned, is that between the Forth and the Clyde, which passes between two ranges of hills; but all of these come far short, in sublimity of effect, to the line of the Caledonian Canal, where the hills rise to a stupendous height, while the bottom of the dell, or vale, is interspersed with extensive sheets of water.

We shall now proceed to notice the position of the first, or sea lock, of the canal at Loch Beau-District, on the east, and so advancing westward, describe the works of this great Inland Navigation. The precise spot originally intended for the Eastern Sea, or tide-lock, was rather to the north-eastward of the present site; but the ground, upon trial, was found not to answer the purposes of a foundation, for such a weight of masonry. The sea-lock of Clachmaharry is about three quarters of a mile to the westward of the much frequented Ferry of Kessock. It extends upwards of 400 yards into the sea, or beyond the high water mark, where it is expected a depth of water, equal to about 30 feet, will be obtained at high water of spring-tides. The writer of this article, attracted by the magnitude and novelty of this particular operation, visited it in the autumn of 1811, when the masonry was then in a half finished state; and cannot pass this extensive and interesting part of the works, without noticing more particularly its progress and completion. The unexampled price of foreign timber, especially of large dimensions, about the year 1807, had induced the Engineers to delay commencing the sea lock as long as possible, in hopes of a change of circumstances. In 1808, however, it was thought advisable to lay down an immense quantity of rubbish, in the form of two parallel mounds, extending from the second canal lock into Beauly Firth. This was done by means of two sets of railways; one from the ruble stone quarry of Clachmaharry; and the other, consisting of a kind of indurated clay, was carried across the line of the canal from an adjacent hill, along the site of the intended sea lock; that it might answer the purposes of a coffer-dam, and consolidate the subsoil or strata of matters deposited from the joint operation of the River and Firth of Beauly. These strata, when bored to the depth of about 54 feet, were found to consist of soft bluish clay or mud, overlying a whitish clay, similar to the base of the neighbouring hill of Clachnaharry. These mounds of rubbish extending into the sea, were found to settle and subside so much, as to require an additional stratum of 11 feet in thickness to restore them to their former level; an effect which was, no doubt, expected; but this, however, was the means of suggesting the propriety of laying also a quantity of rubbish between these mounds or parallel banks upon the site of the sea lock, which, in the same manner, had the effect of compressing the subsoil, and preparing it for the immense weight of masonry it had to support, which could not have been the case, had it been built with a coffer-dam in the usual way: the finished work might, in that case, have subsided in the same manner as the mounds had done, which would have been productive of the most serious consequences to the work. This consideration, in conjunction with the high price of timber, induced Messrs Jessop and Telford to adopt the simple but more secure method just described; and when the mass of rubbish had sufficiently subsided, they commenced their operations by excavating the lock-pit in the mound of rubbish lying upon the site of the lock to the depth of about 30 feet, when the subsoil was found in such a state of consolidation, that the excavation had proceeded to a considerable depth before it was found necessary to have recourse to the power of steam, for pumping the water out of the lock-pit. It has indeed been remarked of the adhesive nature of this ground, that although piles were driven with great ease into it, yet, after they had remained for a time in the silt, it was neither found practicable to draw them out, nor to drive them farther into the ground. When the area of the lock-pit had been dug to a sufficient depth, a course of large stones, two feet in thickness, was laid in the middle for supporting the key-stone of the inverted arch of the lock. This foundation course increased in thickness to five feet towards the springing in front of the side walls, which were built upon it with all possible dispatch, in lengths or compartments of six yards at a time, till the whole was brought to the height of the silt, or to about eight feet, that it might not be unduly exposed to wet and dry. In this manner the work proceeded, till the chamber of the lock was formed by the side walls, when the inverted arch and sides of squared masonry was built upon this layer of ruble work, which finished the work. The construction of this lock is particularly noticed in the Parliamentary Reports with marks of approbation to all concerned; and, with much propriety, the Commissioners have there been pleased to notice the successful exertions of Mr Davidson, the Resident Engineer.

Having thus given a general description of this tide-lock, which has a lift or rise eight feet six inches, and is, perhaps, the most extraordinary work upon the whole line of this navigation, or, indeed, in any part of the kingdom; proceeding eastwards, we come to the second, or Clachnaharry lock, which is contiguous to the sea-lock, being itself barely within the high water mark. It is close to the small fishing village of Clachnaharry, which, prior to the commencement of these works, consisted of six or eight fishermen's huts. It has still but a few additional houses, yet when this navigation is fully opened, it may rapidly increase, and in time become the port of Inverness, and a place of considerable trade. Clachnaharry lock has a perpendicular rise of six feet, and forms a division between the sea-lock-basin, and the great basin of Muirton, containing an area of about twenty acres. This great basin is of an oblong, and rather irregular form, but is well suited to the figure of the ground; it is formed by works of excavation and embankment, and has a wharf wall of considerable extent, which will be convenient for the town of Inverness, from which it is distant only about one mile. To defend the projecting mounds upon each side of the sea-lock, rubble stones are laid upon the external slopes with such a gentle declivity to the sea, as to be sufficiently secure against the impression of the waves of the Beauly Firth, while the exterior bank of the Muirton basin is defended from its encroachment, by a dike of considerable extent.

At the southern extremity of this basin, the Swivel road from Inverness to Beauly crosses the line of Bridges, the canal; and here a handsome Turn or Swivel Bridge of cast-iron, on a very light construction, has been erected upon piers of masonry. Canal bridges were formerly constructed of timber, and lifted in two leaves or halves by chains and a large timber framing; but they are now chiefly framed of cast-iron, the roadway only being covered with timber; and by the latest improvements they are raised by a wheel and pinion, as originally projected by Mr Peronnet for the Neva, at St Petersburgh, and now introduced on the Forth and Clyde Canal; or as here managed, they are made to turn in two pieces, each placed upon an opposite abutment of masonry, and move upon a centre, similar to those of the West India and London Docks. The compartments which project over the water way of the canal, meet and joggle into each other, while the opposite ends, towards the land, are loaded so as to balance and become a counterpoise to the projecting parts. When a vessel is to pass, the two parts of the bridge are disengaged, and turned off the line of the canal in a horizontal position, by a person stationed on each side of the canal, who works it with a kind of key-bar with a cross head. This key is made to fit the pinion, which works in the segment of a wheel several feet in radius, and is thus easily turned out of the way of the rigging of passing vessels.

The Muirton locks are four in number, and have each a rise of eight feet. The foundations of these locks were upon the whole easy, being upon a bottom of hard whitish clay, mixed with gravel; by building them in one connected range, it was necessary to lengthen each a few feet, to give accommodation to the largest vessels; but still a considerable saving is introduced by this method, as the head and tail walls, and also one pair of gates, are saved. These locks, when viewed from the bridge below, and especially when the gates are open, present a very noble appearance, and seem to be upon the whole an excellent piece of masonry. The gates or valves consist of British oak for the lower and upper gates, being more liable to accident of ships coming against them than any of the intermediate ones, which are framed of cast-iron in great bars, covered over with strong oak planks, attached to the cast-iron work by numerous screw bolts with nuts. Lock-gates of cast-iron have been for a considerable time in use. Perhaps the first of these were constructed on Carron River, upon a small dock for the repair of the Carron Company's ships; but they are very trifling compared with the great dimensions of the Caledonian Canal-gates, which measure 30 feet in height, and each leaf is 22 feet in breadth. Cast-iron gates, however, seem to have been brought into use here, rather as a matter of necessity than of choice, from the difficulty and expense of procuring oak of sufficient scantling or size. The lock-gates have a very stupendous appearance, yet are moved with comparative ease, by means of chains with a wheel and pinion upon the most approved principles. The heel of the gate, or that part which works in the hollow quoins, is placed upon a pivot, and the toe, or outward extremity, is fitted with a roller connected with a screw-bar, in such a manner that the roller may be raised or lowered to suit the ground-sill of the lock, where a segment of cast-iron is inlaid, on which the roller and gate traverse, in opening and shutting; so that these stupendous gates, weighing about 40 tons, are opened and shut with great facility, by one man on each side of the lock.

The masonry of the sea lock is executed wholly of freestone or sandstone, from Redcastle quarry; but the second, or Clachnaharry lock, and also the four locks at Muirton, and the abutments of the Muirton and Buglit Bridges, are only faced with Redcastle stone, the inward walls or backing being ruble stone, from the more contiguous quarry of Clachnaharry.

It deserves to be noticed, in this place, that the whole of the face-walls of the masonry here were only specified and paid for as common ruble work, instead of which, with few exceptions, the work is executed of a superior quality, in regular courses, technically called coursed ruble. This certainly does much credit to the spirit in which the contractors for this great undertaking seem to have conducted their operations; and it is but justice here to notice the name of a person who, for many years, was eminent as a contractor for masonry, especially for canal works, harbours, and bridges, throughout the kingdom—we mean the late Mr Simpson of Shrewsbury, principal contractor upon the Caledonian Canal,—a native of Scotland; and who, it is believed, has superintended and executed more work of this kind than perhaps any other individual in the line of his profession.

It is not always possible to apportion the expence of the several compartments of a large work, so as to show the neat cost of each, but it seems probable that these locks, upon an average, exclusively of the sea lock, will have cost, when entirely finished, not less than L.8000. This sum, compared with other works also of considerable magnitude, appears to be very moderately stated, although it is somewhat higher than the estimates of 1804, and considerably more than had been originally calculated upon in 1802. Besides the difference of time between the estimates and the execution of the work, the unexampled rise in the price of labour, and indeed of every commodity. The estimate of 1802 applied to locks of a very different construction from those actually executed. The locks originally proposed by Mr Telford would, no doubt, have been considerably less expensive, probably not exceeding L.5000, as they were only meant to have had masonry at the gates, while the space between was to be embanked, like the other parts of the canal. But as this would have made the navigation much more tedious, it was determined to line the lock-chambers with masonry, in the usual way, when the locks were then estimated, each, at L.7500 ; so that this part of the work may fairly be considered as not greatly exceeding the estimate.

On the Reach of the canal between Muirton locks and Loch Ness, the distance is about five miles. The works of excavation here are chiefly in gravel, to Loch some parts of a loose and others of a more compact nature; and containing various proportions of earthy matters. But, upon the whole, the soil is exceedingly bad for canal work; which renders it necessary to trust a great deal to the puddle-walls of the banks and bottom, against the pressure of the great depth of water in this canal. On this reach there is some deep cutting, in passing the singular hillock of Tomnahurich; and the road on the eastern side of Torvaine hill, has been carried by a new line on the western side. A considerable embankment also became necessary to the westward of the lands of Bught, where the eastern bank of the canal is actually formed on the bed of the river Ness, under the hill of Torvaine. Here the course of the river has to be altered and widened by cutting away part of its eastern bank, for the space of about half a mile. A similar operation, but of smaller extent, became necessary under the hill of Toremore, where the canal banks again trench upon the river Ness; after which, the only work of expence on this reach, is the construction of a regulating-lock and weir for the waters of Loch Ness.

It was, no doubt, a bold attempt, to place the bank of a canal upon the verge of a considerable river, but after a trial of several years, it has sustained no material injury. This arises entirely from the waters being, in a good measure, regulated and apportioned by the great receptacle of Loch Ness, which so regulates the stream of that river, and checks its velocity, as to prevent the injurious effects that would, under other circumstances, attend the exposed state of the canal banks at this place, however well armed and secured by a facing of boulder or ruble stones, upon the slope of the outward bank.

The Regulating-lock for Lochs Doughfour and Ness has a rise of six feet six inches, and is situated about half a mile northward from the former, which connects with Loch Ness by the narrow channel of Bona Ferry. This lock was intended to have been placed somewhat nearer the loch, and was proposed to be carried across the stream of the river Ness; but a proper foundation could not be found for it there. The close connection of its site with the river, has necessarily increased the difficulties of this part of the canal, while the operations were unavoidably retarded by the land-carryage of the Redcastle stone, for the outward walls, brought over land from Clach-naharry, a distance of about six miles. Great labour and perseverance were exerted here, in clearing the lock-pit of water, to the depth of about 20 feet under the level of the bed of the river. This work commenced in July 1812, and the masonry was completed in about two years, without the occurrence of any material accident. The name of Regulating-Lock sufficiently implies its use. Connected as the canal is at this end with Lochs Doughfour and Ness, which extend about twenty-four miles to the south-westward, through a range of mountains, and, consequently, forming the drainage of a great extent of country, it is obvious that these extensive lochs must receive vast quantities of water during wet and rainy seasons, but especially in time of thaw, when there is much snow upon the ground. The effect must be, to raise the surface of the water of Loch Ness, which has been known, on such occasions, to rise from six to eight feet above its ordinary summer level. Indeed, the remarkable regularity of the gravel beach round its margin,—the present position of many aged alder trees, even within the summer water-mark along the shores, sufficiently indicate this, and lead us to suppose, that the surface waters of the loch are, upon the whole, in a state of increase. At all events, we are certain, that the water of these lochs must have a tendency to rise, from the great quantity of debris which is constantly falling in and sitting up the bottom, while the surface to be drained, and the quantity of water flowing into it, remains nearly a constant quantity. This process is, therefore, likely to keep pace with the wearing away of the bed or channel of the river, by which the flood or speat waters are let off; considerations which, of course, form the limits of the regulating lock and weir across the River Ness, connected with this chain of lochs.

One of the most difficult operations in forming this navigation, is the deepening of Loch Doughfour. This Loch, as will be observed from the map, is connected with the eastern end of Loch Ness by the narrow pass of Bona Ferry. It is about one mile in length, and varies from 100 to 150 fathoms in breadth. From the rapid current at Bona Ferry, it appears that the fall of the water, towards the river and the sea, commences here, and with Loch Doughfour forms a receptacle for much of the gravel and debris, which is brought down from the extensive shores of Loch Ness. This part of the navigation it was therefore found necessary to deepen, by artificial means, in some places, to nearly the full depth of the canal. This was done partly by a powerful dredging-machine, which is floated upon a barge. The apparatus is somewhat complicated, but the chief part is a succession of iron buckets, connected by an endless chain made to revolve round a frame, which is let down into the water to any convenient depth, and lifts silt, gravel, and other matters from the bottom. This machine has been long in use in clearing mud from the bottom of harbours and rivers. Till of late years it was worked by the power of men and horses, but where much is to be done, as on the Caledonian Canal, the steam-engine is substituted as the moving power; which requires a barge or vessel of great strength to Caledonian Canal carry it. The dredging-machine has been used with much success at Loch Doughfour, where it is calculated to have lifted about 90,000 tons of gravel in a twelvemonth. The stuff lifted is received from the dredging-machine, as it comes out of the water, in punts or lighters, and is carried to a proper place for deposition. By such means, the navigation from the eastern end of Loch Doughfour to Loch Ness is brought to a depth no where less than ten feet. In the course of this arduous operation, the roots of large trees have been lifted, weighing several tons. Even rock has been excavated at this depth under water, by means of placing picks instead of buckets upon the revolving apparatus.

To obtain the additional depth of water, beyond the reach of the dredging-machine, a weir or dam is to be placed across the eastern end of Loch Doughfour, where the river Ness properly commences. This dam or weir will not only deepen the loch, but will check the current at Bona Ferry, and prevent the tendency of the debris from being carried from Loch Ness into Loch Doughfour. The waters of the Ness will then be drawn off from the surface of the loch, and will cease to carry with it quantities of stones and gravel, as at present, and Loch Doughfour will become an excellent place of anchorage for wind-bound ships. The operation of building this dam or weir across the Ness, has not yet been commenced. It will be attended with considerable difficulty from the current of the river, and from the requisite strength and important purposes to be served by it.

Loch Ness, forming so considerable a part of this navigation, is about twenty-two miles in length, of a pretty uniform breadth, varying from about one mile to three quarters of a mile. Its depth of water is from 106 to 130 fathoms in the middle or deepest parts. The sides of the loch appear to be steep and precipitous, as it suddenly deepens to 70 and 80 fathoms; except in the creeks or bays of Dores, Urquhart, Inver Morrison, Cherry Island, and the western extremity of the loch. The depth of water in these varies from 12 to 20 fathoms; but even these soundings are so close to the shore, that it has been suggested to lay Mooring-Buoys to enable ships to stop for a time; as it would be quite unsafe, especially for ships of great tonnage, to let go an anchor, chiefly from the difficulty of purchasing or lifting it. Indeed the necessity of this Steam-boats in these lochs is in a great measure superseded, by the proposed use of the steam-boat for trucking ships; and the anchorage or mooring buoys for large vessels may now be confined almost entirely to the east and west ends of the loch; as the distance to return to either end, in the event of such weather as may prevent the steam tracker from proceeding, cannot be a matter of much moment. The application of steam as a power for impelling ships, is a discovery of the greatest importance to the speedy navigation of the Caledonian Canal. Upon the formed banks a tracking-path is readily obtained, but along the precipitous shores and cliffs of the loche, this would not be so easy a matter; and, even if formed, would not be conveniently brought into use for tracking ships of burden. For although vessels of about 200 or even 300 tons, might tack or work in Loch Ness and Loch Lochy, yet even for these it would be an extremely troublesome operation; and altogether impracticable in the case of ships of war, or the largest class of merchant vessels.

There has been much discussion respecting the sailing of ships on the loch part of this navigation. It had been asserted, that the winds blow almost constantly in a current from the south-west so as to render it difficult, if not impossible, to pass by this navigation from the eastern to the western sea. But, upon a more minute attention to the subject, from the returns or register of the winds, and state of the weather, by the barometer and thermometer, kept at Clachnaharry, Fort-Augustus, and Fort-William, by order of the Commissioners, since the year 1804 up to the last return of 1816, it appears, that the winds are nearly as subject to change in the great vale between Inverness and Fort-William, as in other parts of the country.

In the Parliamentary Reports, the Caledonian Canal is generally laid out in three districts, viz. the Clachnaharry or eastern district, comprehending the works from Loch Beaully to Fort-Augustus; the middle district, extending to the west end of Loch Lochy; and the Corpach or western district, from Loch Lochy to Loch Eil, or the western sea. With regard to the middle district, we observe that hitherto the sum annually allowed for this work does not admit of every part being carried on with equal vigour. The works of this compartment have, therefore, been almost wholly confined to excavating the ground; it being of importance to have the eastern end opened to Loch Ness, and the western division to Loch Lochy, before much was done to the masonry of the central parts; in order to facilitate the transport of materials from the respective seas. This may now be confidently expected to be accomplished, at least for vessels drawing eight or ten feet water, in the course of the current year, 1817.

The extent of the navigation comprehended in the middle district is about twelve miles. The whole height, from the Beaully Firth or the east sea to Loch Oich, the summit level of the canal, is stated at about 94 feet; and as 53 feet of this has been overcome in rising to Loch Ness, it appears that about 41 feet will form the rise of the lockage of the middle district; while the fall on the western side to Loch Eil is only 90 feet. This is to be overcome by a chain of four locks at Fort-Augustus, and one at Callachie, near three miles westward, independently of the Regulating-lock within half a mile of Loch Oich. The foundation of the chain of locks at Fort-Augustus has been long a matter of uncertainty; and when the writer of this article visited the works, in the month of August 1816, though preparations had been made by changing a part of the course of the river Oich, and a steam-engine of 36 horses' power was then erected for clearing the lock-pits of water; yet the foundation of the lowest lock was nevertheless looked forward to with anxiety, from the loose nature of the gravel, and the quantity of water which continued to flow into the excavated part. But the official gentlemen of this establishment are so much accustomed to encounter difficulties, that they had other expedients in reserve, in case of any failure attending the plan then in hand. The lock at Callachie is curiously situate, being founded and built upon a dike or stratum of rock called Grey Wacke by Mineralogists, which runs across the moor, and is indeed the only piece of rock on this part of the line of the canal. It is just large enough for the site of the lock, and was preferred to gravel as a foundation. This rock being found very compact, it rendered an inverted arch for the lock unnecessary.

Considerable progress has been made upon the Works of middle district in excavation, which, with little exception, is in gravel. The greater part of the canal is now formed, and cut to the requisite depth. For the purpose of deepening Loch Oich (on which is situated the famous castle of Glengary, the seat of the Macdonnells), a dredging machine of great power is to be employed, which is to have four punts or lighters attached to it. This will form a difficult part of the works of the middle district; but the experience and practice acquired upon Loch Doughfour will prove of much advantage to the operations upon Loch Oich.

The track of the canal is here so close upon the Loch and river Oich, that the course of that river requires to be altered in two or three instances. Nor is this river quite so manageable as the Ness; owing to the smaller capacity of Loch Oich, and its connection with Loch Gary, it forms the drainage of a great extent of mountainous country, without having any very considerable space for containing its flood waters, like that of Loch Ness; for the waters of the river Ness cannot be swelled till the whole surface of Loch Ness is raised. We are therefore to look upon the river Oich, in so far as it interferes with the track of the canal, as much more troublesome, and requiring a different management.

The western or Corpach district of the Caledonian Canal, may, in a great measure, be supposed to resemble the eastern or Clachnaharry district in its general outline and operations, making a due allowance for the difference of situation and local circumstances.

On the Clachnaharry or eastern division of the canal, we have endeavoured to give some account of the principal works as they occur. To go again into detail, would only be to repeat, in some measure, what is already sufficiently noticed for the general reader. Those who wish to be more critically informed, would do well to look into the Parliamentary Reports; and we think a visit to this great national work, quite as necessary to the traveller, as the Languedock Canal is considered by many who visit France; while the mountainous tract through which this navigation passes, is likely to be far more interesting to the Mineralogist, and to those who seek after and admire the bold scenery of a country, almost completely in a state of nature.

The first great work upon the western district is the raising the surface of Loch Lochy about twelve feet perpendicular; which is effected by shutting up the present course, and excavating a new channel for the river Lochy, the only stream that flows from the loch, raising the level of its new alveus or bed, and thereby rendering the works of the summit level more easy than by works of excavation. By this means, the new course of the river Lochy, about Caledonian Canal.

half a mile in length, cut through a piece of flat ground, called Mucomer, forms its confluence with the river Spean, nearly half a mile further up that river. The joint waters of the Lochy and the Spean soon afterwards skirt the eastern bank of the canal, where it becomes necessary to make a strong defence against their joint effects, by arming and fortifying it with ruble stone.

From Loch Lochy to Loch Eil, the distance is about eight miles, on which the canal works may now be considered as very nearly finished, having kept pace with those of the eastern district; so that there is little doubt that this end will also be opened for the purposes of the work in the course of the year 1817. The works of this compartment, both in regard to masonry, excavation, and embankment, have been more expensive than those of the eastern division; in particular, the deep cutting at Moy, Strone, and Muirshearlach, and excavating the sites of the locks and basin for shipping at Corpach in rock. But, perhaps, if all the expence of the foundations and earth work on the Beauly Firth are taken into account, they may be found to have been as expensive, if not more so, than the blasting of rocks on the Corpach district.

The aqueducts and masonry in general of this district are executed in ruble work, excepting the principal stones of the lock-work, which are of sandstone from the Clyde. In the regulating lock of Loch Lochy, the hollow quoins, from the difficulties attending the land-carriage, are actually constructed of cast-iron, being a new application of that British manufacture in massive building. Over the Muco mer channel of the river Lochy, a very handsome stone-bridge of two arches of fifty feet each has been erected. From the irregularity of the ground on this part of the track of the canal, which is much cut up with mountain brooks, a number of aqueducts have been found necessary; one, in particular, over the Loy, consists of a centre arch of 20 feet span, and two side arches of 10 feet each, and, owing to the width of embankment here, the arch is no less than 250 feet in length. But in this and other cases the side arches answer the purpose of passages under the canal, and thus save the expence of bridges. Another very difficult and troublesome part of the navigation, occurs at East Moy, where like that of Doughfour Burn, on the eastern division, the water is allowed to flow into the canal, but the gravel and stones are intercepted, by a kind of cess-pool, formed in the adjoining valley.

In our progress towards the western sea-lock of Loch Eil, after passing the aqueduct of the Lower Banavie burn, we reach the famous chain or suite consisting of Eight Locks, not unaptly termed "Neptune's Staircase" by the artificers and workmen. This majestic chain of locks was finished, excepting the gates, in 1811. The probable cost of these locks may be stated at about L. 50,000. They occupy a range of 500 yards, and rise altogether about 60 feet perpendicular. The common void or cavity of the lock-chambers is 40 feet in width, and the depth 20 feet; the bottom, forming an inverted arch, gives the whole a very grand appearance, presenting the greatest mass of masonry any where to be found as applicable to the purposes of a canal. After passing this interesting part of the work, the canal gets Caledonian Canal easily along Corpach Moss (to the House of Corpach, the former seat of the Camerons of Locheil). Here a double lock is situate, connected with a basin for shipping, measuring 250 yards in length by 100 yards in breadth, which joins the sea-lock, and so communicates with the Western Ocean by two mounds projecting about 350 yards into Loch Eil, and completing the inland navigation of the Caledonian Canal from sea to sea.

As before noticed, the operations of the canal have been hitherto chiefly confined to the eastern and western divisions, so as to render these subservient to the operations of the middle or central division. The artificers have now been employed to a greater or less extent upon the middle part for two seasons, and the probability is, that the canal may be opened from sea to sea in about three years, or in 1820. But, in works of this kind, it is almost impossible to foresee every contingency, and much depends upon the annual extent of funds to be laid out, and the effect which may thereby be given to the works. Time must also be allowed for proving the banks, and puddle-walls, which, in all similar works, are found to leak in the first instance, and require the banks to be partially opened.

The expence of this great work, up to the month of April 1816, by the Parliamentary Reports, appears to amount to about L. 600,000; and, in all probability, before it is opened from sea to sea, it will require the expenditure of L. 200,000 more, or L. 800,000 in whole; independently of the expence of the various improvements to be made for the navigation, which experience alone can point out and determine, after the canal is opened.

To render the access from seaward to the canal more safe, and give every facility to the navigation, there will require to be beacons fixed, and buoys moored in various parts, and even a light-house erected at Tarbetness, in the Murray Firth, and another, as a direction for the Sound, between the Islands of Mull and Kerrara. Nor will the full advantages of this navigation be felt, until west Loch Eil is connected with Loch Shiel, and a passage found to the Western Ocean, in the direction of the districts of Ardnamur rachan and Moidart.

The question of the ultimate advantage of this work, has been matter of much discussion. But, we believe, this may, at once, be restricted to the consideration of the propriety of the excess of dimensions above the depth of fifteen or sixteen feet, so as to admit almost the largest class of merchant ships, using the Baltic and North Sea trade. Now, we think it was proper that it should be constructed upon a scale calculated to meet the increasing dimensions of merchant vessels. For when the Forth and Clyde Canal was determined, in the year 1768, to be of the depth of eight feet, and the locks in proportion to measure seventy-four feet in length, and nineteen feet in breadth, it was termed the "Great Canal," and it is worthy of remark that its uncommon size, for that day, was considered unnecessary and useless for the trade of the country. The reverse of all this, however, has been found by General Map of the Caledonian Canal or Inland Navigation from the Eastern to the Western Sea by Inverness & Fort William.

INVERNESS

SECTION of the Caledonian Canal Shewing its ascent from each Side to the SUMMIT LEVEL at LOCH OICH.

Scale of Miles.  experience; and if its dimensions could now be enlarged and its depth increased to the rise of the tides of the Firth of Forth, or to the depth of sixteen feet, the benefit of that navigation to the country would be incalculably greater. The Commissioners for the Caledonian Canal certainly acted wisely, in keeping its dimensions large; as this will be of great service in navigating vessels even of a middling size; the force applicable to the trackage of ships being found to be in proportion to the quantity of the fluid compared to the bulk of the vessel. Although the inducement for frigates and the smaller classes of his Majesty's ships of war passing through this navigation, does not appear very obvious, yet cases may occur when this may be found advisable; and as there is an abundant supply of water from the lochs upon this line of canal for the wants of any supposable lockage, it was certainly proper, in a national work, that such an event should be provided for.

The writer of this article has made frequent voyages from the Firth of Forth to the Firth of Clyde by the Orkneys, and is well acquainted with all the tracks of that navigation; and can easily imagine its dangers, in long winter nights, even with all the advantages of light-houses and accurate surveys of the coast. He has also repeatedly visited the works of the Caledonian Canal. With regard to the quality of the workmanship, he shall only mention, as a pretty conclusive circumstance with regard to the masonry, that, from end to end of this great work, he has not seen a single set or shake in the whole of the locks and walls. Upon the subject of the navigation of a ship in the lochs or lakes, he cannot speak professionally; but, upon one of these visits, he went over the whole line in company with a captain of the Royal Navy; and although this officer did not much relish the idea of his ship putting about or tackling with eddy winds in these narrows, nor of being dragged along by the power of horses or of steam, yet he had no doubt as to the fitness of the navigation for smaller vessels. Indeed, since the discovery of the application of the Dalswinton steam dragger, the practicability of this navigation, from Fort George on the east coast, to the Ferry of Curran, at the junction of Loch Eil and Loch Linne on the west coast, is reduced to a certainty, for all vessels which can pass the canal locks. And thus, we have the firmest conviction, that the Caledonian Canal will, in the end, be universally viewed, as a truly great and noble undertaking, issuing in the most solid benefits to the country.

(H.H.)