834 ' REPORT— 1892. 



Alloa and Stiiiinj^ to Loch Lomond, the surface of which is only 22 feet above the 

 mean level of the sea ; thence across the narrow neck of land at Tarbet to Loch 

 Lonor. 



The length of the canal from the Forth to Loch Long is 30 miles, the proposed 

 depth ."^O feet, and the width at bottom 72 feet. The Inck-<, of which there are 

 onlv two — one at each end — will be capable of passing the larjxest ships afloat — 

 or about 600 feet in length and 80 feet wide, with smaller locks alongside for small 

 •craft. 



There are no serious engineering difficulties to be overcome. The depth of 

 cutting does not average 50 feet, and is principally in soft materials. The tunnel 

 which it is proposed to construct through the high grounds near Loch Lomond is a 

 large one, namely, 2j miles in length, with 150 feet headway ; it, however, can be 

 made an open cutting if thought desirable. 



For the supply of water to the locks Loch Lomond affords an ample reservoir, 

 for it is the summit level of the canal, and has a gathering ground of 21,000 acres. 



By this canal vessels from the Clyde to ports on the East Coast of Scotland 

 would save a distance of 529 to 238 miles, while from the Forth to porta on the 

 West Coast of Scotland, South-west of England, Ireland, America, and the 

 Mediterranean, the distances saved would Ije from 487 to 140 miles. 



From Tyne ports to the St. Lawrence lliver the distance saved would be 150 

 mUes. From West of Britain to North-east of Ireland, and to middle western 

 parts of the Continent, the distance saved would be 377 to OS miles. 



The traffic which would benefit by this canal, an examination of the Returns 

 of Shipping shows, would amount annually to at least 9,000,000 tons. 



The estimated cost of the undertaking is 8,000,000/. Since the above scheme 

 was put forward a project has been set on foot to make a ship canal on what has 

 been styled the 'direct route' from Grangemouth across the high table-land, over 

 which the present barge canal goes to Yoker on the Clyde. 



The objections to this ' direct route ' are that, as designed, it will not admit the 

 largest class of vessels now afloat; it necessitates having twelve locks : the time of 

 passage through it will be 11| hours, as against 8A by the Loch Lomond route ; it 

 'will be difficult, or impossible, to obtain a sufficient supply of water for the locks ; 

 it debouches above Greenock into a narrow part of the Clyde already crowded ; it 

 cannot be entered or left at low water, hence delays ; and it will be more expensive 

 Tto construct. 



FRIDAY, AUGUST 5. 



The following Papers were read : — 



1. An Aiitomatic Railway for the Carrinijp nf Pacl'arjes. 

 Bi/ David Cunningham, M.List.G E., F.E S.E. 



This system of carriage is novel. It is specially economical, as it dispenses 

 with the employment of manual labour in the loading, running, or discharging of 

 the carriages, the whole work being performed by a fixed engine. This engine 

 may drive several lines of a system simultaneously, as is at present done in coal 

 mines. The engine may work the lines through the agency of the endless wire 

 rope system of haulage or of electricity. The author has constructed three 

 different sets of apparatus. The full-size set has been employed experimentally to 

 deal with bales containing each nine cubic feet and weighing 400 lb. weight. 

 The smallest size is that of the model, 20 feet by 10 feet, shown at work. 



The system was designed in order to supply a felt want in the distribution of 

 cargoes over an extended floor space. The author submits that it promises assist- 

 ance in the carriage of packages generally. 



The machinery may be fully employed, as there are no railway sidings or 

 stations. The trains run continuously, and take on and discharge their loads 

 while they run. They may take on loads at about six difierent places, each of 



