When the force was increased for the 1910 season "F" machines were bought instead of the "G4;" these are heavier machines and better adapted to the rough work to which they were subjected. These machines were provided with a special spudding device which proved to be of little value.

1 14-inch file.

A complete outfit for one Cyclone drill consisted in the following: 1 No. 4 steam drill fitted with Cyclone positive clutch, mounted with engine on three sills.

1 7-hp. vertical engine.

1 27-ft. A-frame with crown and sand line pulleys.

1 12-hp. vertical boiler on cast-iron base. 1 Canton duplex pump, 5-inch steam cylinder, 3-inch water cylinder, 5inch stroke with fittings and connections.

60 feet of 2-inch XX, and 14-inch XX drill rods.

120 feet 31-inch XX drive-well pipe in 5 and 10-foot lengths, with couplings.

1 drill head.

2 drive shoes.

1 300-pound drive-weight, with wrenches.

1 pair drill handles.

2 No. 12 Vulcan tongs.

1 grab hook.

1 smith's hammer.

13-inch bit gauge.

1 cold chisel.

1 handsaw.

1 axe.

1 rope hook.

1 rope bolt.

150 feet 1-inch mill hose for shore drilling.

1 jetting head.

1 set steel drive clamps.
2 3-inch rock bits.

1 driver stem.

1 driver stem eye.
2 tool wrenches.

1 foot wrench.

1 14-inch taper taps.

1 oil can.

1 belt punch.

1 20-foot length 1-inch armored hose.

1 suction pipe and pump strainer.

1 ball-bearing packing box and stem, with swivel.

18 feet discharge hose.

1 14-inch monkey wrench.

The unit costs of the work was kept in detail, and for the season of 1909 were as follows, per linear foot:

Wash borings, preliminary set: Labor, 0.278; subsistence, 0.098; fuel, oil, etc., 0.041; repairs, 0.034; towing, lost time, etc., 0.485; total, 0.936.

Wash borings, final set: Labor, 0.201; subsistence, 0102; fuel, oil, etc., 0.051; repairs, 0.036; towing, lost time, etc., 0.566; total, 0.956.

Core borings, final set: Labor, 0.628; subsistence, 0.262; fuel, oil, etc., 0.146; repairs, 0.101; towing, lost time, etc., 1.540; total, 2.677.

The governing item in these costs seems to be that of towing, lost time, etc. This is due to the special conditions of the case. The moving of the outfit, especially upstream, was very expensive, owing to the great difficulty of navigation on the Upper Ohio at the low stages of the river. While the party and outfit was being slowly pushed upstream expenses were not reduced, but augmented, and no work was done. In any case where no great moving has to be

done, the cost of the work can be materially reduced from the figures given above. Had a contractor taken this work he would have been most likely to have fallen down on the item of lost time due to moving and the cost of towing.

THE PARIS HARBOR PROJECT

A remarkable study has recently been made by La Technique Moderne" on the Brussels harbor work. Already Berlin and Rome, to speak only of the great capitals which are not naturally connected with the sea, have tried to establish this communication by waterways; the works are at present under construction and will be completed in a few years. Paris alone, a commercial and industrial metropolis, has not attempted to utilize the beautiful waterway between Paris and the sea, formed by the Seine.

Nevertheless, by its situation, Paris is better placed than London, Antwerp, Rotterdam, or Hamburg to form a port of European commerce and the center of world exchange. Doubtless the 200 kilometers, which separate it from the English channel, will never allow it to become a port for travellers, but the commerce is more interesting from a commercial and industrial view. At present, this traffic, already exceeding three million tons a year, is limited by the insufficient and precarious means of transport. Thus, in the last quarter of 1910, a strike of some days on the railways, followed by the stoppage of the transfer by boats on account of the great floods, greatly disturbed the economic life of all the region of northern and eastern France. Boats not being able to unload at Havre and at Rouen, shops and mills in the east shut down on account of the lack of raw materials (cotton, etc.), and the very important traffic in fuel was also affected; such are the consequences of a situation which nothing will prevent from recurring frequently.

Thus the construction of the Paris harbor becomes a great necessity. The technical study of the project was set forth thirty years ago by M. Bouguet de la Grye, engineer and chief of the hydrographic service. The request for concession and the bill declaring the work of public utility was introduced in 1886 by Admiral Thomasset; since then the question has not been pushed.

The project looks to the canalization of the Seine from the bridge of Chichy, near Paris, to Rouen (see map). The stretch from Rouen to the sea, 127 kilometers, is really considered as

navigable, since it is subject to tides, and affords to the wharves at Rouen a low water depth of 5.50 meters. From Paris to Rouen, the present navigable channel, which is 250 kilometers long, is divided into eight sections, whose depth is 3 meters. The Bouquet project includes two cut-offs" in the Seine, which will not only shorten the distance 65 kilometers, but will avoid crossing the railway from Paris to Rouen. The first of these "cut-offs" is near Paris, from Bezons to Sartrouville; the second, above Rouen, from the Arch Bridge to Tourville, near Oissel.

The course from Paris to Rouen is not more than 186.28 kilometers, divided into five reaches. From the Bridge of Chichy to

Sartrouville, 21.475 meters; from Sartrouville to Poissy, 17.710 meters; from Poissy to Méricourt, 43.405 meters; from Méricourt to Poses, 79.850 meters; from Poses to Rouen, 23.840 meters.

The depth of water sought is 7.2 meters, necessitating a mean deepening of the bed of the Seine of more than 4 meters. The width of the canal will be 35 meters at the bottom in straight reaches and 45 meters in the curves, with a radius less than 1500 meters.

The locks, four in number, will be 160 meters long and 30 meters wide. They overcome, with the slope of the pools, a total fall of 22 meters, and will have the following lifts:

Lock of Sartrouville, 3.20 meters; lock of Poissy, 4.25 meters; lock of Méricourt, 6.28 meters; lock of Poses, 6.31 meters.

As to the port of Paris, it will be created between the Bridge of Chichy and the docks of Saint-Ouen, in the center of the greatest manufacturing district of the suburbs. Five intermediate ports will be built, at Argenteuil, Poissy, Mantes, Vernon, and Andelys. Among the twenty-four bridges rebuilt on the course of the canal, the road bridges will be changed into drawbridges, and the railway bridges will have their bottom girders raised to 22.50 meters above water level.

The amount of material to be excavated is 40,500,000 cubic meters, 10,500,000 for the two cuts from Bezons and the Arch Bridge and other dry cuts, and 30,000,000 cubic meters for the dredging. The maximum cost will be 250,000,000 francs, and it is estimated, if the excavators and dredges now on hand are used, the work can be completed in six years.

As was shown in the construction of the Brussels Canal, a like enterprise can be conducted without interfering or even delaying the river traffic. The locks in themselves do not present any special difficulties, and will be easily constructed by means of cofferdams and compressed-air caissons.

As to the financial side of the project, it appears so pleasing that a company has been organized to do the work and to operate the canal without subsidy or guaranty of interest, provided they are allowed to charge a toll of 2 franes per ton. The traffic is computed to attain from 9,000,000 to 10,000,000 tons per year, a figure that apears admissible in view of the consumption of Paris itself, and existing traffic. Moreover, the municipal council of Paris has just reserved the concession of that enterprise for the city of Paris. Here, also, the example of Brussels has shown that that solution was perfectly feasible, by means of the cooperation of commune and department interests.

It is necessary to further bear in mind, and this consideration is to-day of a primary interest, that the execution of the Paris harbor project, in deepening the bed of the river below Paris and in increasing the capacity by filling the canal, will be the certain solution of a grave problem that the late Parisian floods have presented. The flood commission, in the report of its president. M. Picard, has placed of first importance the deepening of the Seine between Suresnes and Bongival. This work, of which the result will appear small beside that which will assure the maritime canal, will cost in itself thirty million franes. That cost will also be more difficult to secure, as it is destined to be totally unproductive.