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KENNET AND AVON CANAL.
34 Geo. III. C. 90, R. A. 17th Apr. 1794.

36 Geo. III. C. 44, R. A. 24th Mar. 1796.

38 Geo. III. C. 18. R. A. 7th May, 1798.

41 Geo. III. C. 23, R. A. 21st May, 1801.

45 Geo. III. C. 70, R. A. 27th June, 1805.

49 Geo. III. C. 64, R. A. 3rd, June, 1809.

53 Geo. III. C. 119. R. A. 3rd June, 1813.

THE truly useful and highly important work which we have now to describe, had its first commencement in an act which received the royal assent on the 17th April, 1794, and is entitled, An Act for making a navigable Canal from the River Kennet, at or near the town of Newbury, in the county of Berkshire, to the River Avon, at or near the city of Bath; and also certain navigable Cuts therein described. By this act the proprietors are incorporated under the title of "The Company of Proprietors of the Kennet and Avon Canal Navigation," and have the usual powers granted on such occasions. In consequence of an agreement with the proprietors of the Wilts and Berks Canal, conformably to a clause in this act, the line first laid down was proposed to be altered, and the sanction of parliament to this alteration was obtained in the year 1796, in an act under the title of An Act to vary and alter the Line of the Canal authorized to be made by an Act passed in the Thirty-fourth of his present Majesty, entitled, An Act for making a navigable Canal from the River Kennet, at or near the town of Newbury, in the county of Berkshire, to the River Avon, at or near the city of Bath, and also certain navigable Cuts therein described, and to amend the said Act, and also to make a certain navigable Cut therein described.

By the first act the company were authorized to raise £420,000, in three thousand five hundred shares of £120 each, part of which might be divided into half shares of £60 each, two of these to have one vote; and should the above sum prove insufficient, they were empowered to raise £150,000 in addition. By the second act no further sums of money were required to be raised. In the year 1798 the company found it necessary to make further alterations in the line of canal; and they, in consequence, obtained the requisite authority by a third act, entitled, An Act to vary the Line of the Kennet and Avon Canal, authorized to be made by Two Acts passed in the Thirty-fourth and Thirty-sixth of his present Majesty, and also to extend the Powers of, and to amend the said Act.


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Various circumstances, which it is not necessary here to enumerate, having rendered an additional sum of money requisite for the completion of the work, by an act called An Act for enabling the Company of Proprietors of the Kennet and Avon Canal Navigation to complete the same; and for amending the several Acts passed for making the said Canal, the company were empowered to raise £240,000 by creating new shares and half shares, making in the whole four thousand new shares; three thousand to be taken by the original subscribers or their friends, and the remaining thousand to be sold by auction; but no interest was to be paid on the new shares, the tolls being directed to be applied towards completing the canal.

In 1805, a further sum being still wanting to complete the works, an act was obtained for that purpose, under the title of An Act for enabling the Company of Proprietors of the Kennet and Avon Canal Navigation to complete the same, and for altering and enlarging the Powers of the several Acts passed for making the said Canal. By this act £200,000 more was directed to be raised for completing the canal, and for paying off the debts already incurred. A deficiency, however, still existed; and application was again made to parliament; and by an act, entitled, An Act for enabling the Kennet and Avon Canal Company to raise a sufficient Sum of Money to complete the said Canal, and for amending the several Acts for making the same, an additional sum of £80,000 was directed to be raised, and to authorize the borrowing of £50,000 as granted by the act previously obtained in 1805. But, to render the undertaking complete, the various sums already recited did not prove adequate; the company also determined that it would be advisable to purchase the River Kennet Navigation; they, therefore, again obtained the sanction of parliament to their proceedings in 1813, in an act entitled, An Act for enabling the Kennet and Avon Canal Company to raise a further Sum of Money to purchase the Shares of the River Kennet Navigation, and to amend the several Acts passed for making the said Canal. By this last enactment, £132,000 were to be raised by creating five thousand five hundred new shares of £24 each. Power was also given to create a sinking fund; and those proprietors of shares, resident within the bills of mortality, were

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directed to be called "The Proprietors of the London District," and to elect from amongst themselves three members of the committee of management. The following are the

TONNAGE RATES.
And so on in Proportion for any Quantity greater or less than a Ton, and for any Distance more or less than a Mile.

Having thus presented our readers with the leading features of the various acts, obtained for completing this stupendous work, it may be useful to add the following scale of particulars respecting the money subscribed, before we proceed to describe the work itself. By the different acts obtained for this canal, the following sums have been raised, viz.


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By 49 GEO. III. c. 138.
The Kennet and Avon completes a circuit of navigable canals, which traversing the northern, midland, and south-western counties of England, connect together its four largest rivers, viz, the Trent, the Mersey, the Severn, and the Thames. Viewed in this light, it forms an important link in that great chain of inland navigation, which has been rapidly increasing in this kingdom for the last fifty years, and which seems to know no other boundary than what the rugged and mountainous parts of the country naturally present. This canal, by uniting the Rivers Kennet and Avon, the former of which runs into the River Thames at Reading, and the latter into the Severn a few miles below Bristol, becomes, in conjunction with the Bristol Channel and the estuary of the Thames, the central line of communication between the Irish Sea and German Ocean. The line of navigation, which thus joins these two seas, passes through a very fertile and populous district. Upon the banks of it lie not only the metropolis, but a great many large towns and cities, the ordinary intercourse between which must necessarily produce a very extensive traffic; and if we take into consideration


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 the numerous collateral branches from this grand line, the whole together forms a comprehensive system of water communication, which pervades the southern division of England, and connects the remotest parts of South Wales and Cornwall, with the counties of Essex and Kent. Thus favourably circumstanced, the Kennet and Avon Canal is highly beneficial to the commerce, manufactures, and agriculture of the south-western counties of this kingdom; in the same manner as the Trent and Mersey and Grand Junction Canals have contributed to the improvement and prosperity of the northern and midland counties.

The Kennet and Avon Canal commences at the head of the Kennet Navigation, at Newbury in Berkshire, and passes up the vale of the River Kennet, by Hungerford and Great Bedwin, to Crofton. The distance between Newbury and Crofton is sixteen miles and a half; and the difference of level between these two places is 210 feet, which is effected by means of thirty-one locks. The summit level begins near Crofton, and extends for two miles and a half to the village of Brimslade, passing, in its way, through a tunnel five hundred and ten yards in length, which is cut through the highest part of the intervening hill.

From the western extremity of the summit level, the canal begins to descend to Wootten Rivers, a distance of only one mile, in which there is a fall of 33 feet, which is divided into four locks. From Wootten Rivers it is carried along the vale of Pewsey to Devizes, a distance of fifteen miles, upon one level. From Devizes to a place called Foxhanger, there is a fall of 239 feet, within the short distance of two miles and a half; along this abrupt descent it is carried by a flight of locks, twenty-nine in number. From Foxhanger the canal proceeds to the village of Semington, where it is joined by the Wilts and Berks Canal; the distance is four miles and a half; the fall 56 feet, comprehended in seven locks. From Semington it runs along a rich vale for five miles, upon one level, to Bradford; and at the latter place it descends into the vale of Avon by a lock of 10 feet. After this, it proceeds upon one level for nine miles, along the vale, to Sidney Gardens, Bath. About a mile beyond these gardens, it descends into the Avon, near the Old Bridge, sustaining, in this short distance, a fall of 66½ feet, by means of seven locks. From this


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 point that river is navigable to Bristol, as already described under the River Avon. Its whole length is fifty-seven miles; its total rise 210 feet, effected by thirty-one locks; and its whole fall 404½ feet, effected by forty-eight locks. Its breadth at bottom is 24 feet; at the surface, 44 feet; and the least depth of water is 5 feet, but through a considerable length, 6 feet. The locks are 80 feet long, and 14 feet wide; and the barges which navigate it carry from fifty to seventy tons.

Few canals afford more specimens of deep cutting, aqueducts and tunnels, than the Kennet and Avon, and we shall proceed to enumerate them, according to the order in which they arise from Newbury to Bath. Much labour has been expended upon this part of the canal, to prevent its interference with the channels, which have been made for the purpose of conveying water to the meadows, (usually called Water Meadows,) between Newbury and Hungerford; and the River Kennet has within the same distance been three times crossed by means of weirs; once to avoid Hampstead Park, and twice to prevent its passing through the village of Kentbury. At a little distance above Hungerford the level of the canal has acquired a sufficient elevation to be carried over the Kennet by means of an aqueduct, consisting of three arches. Ascending from this aqueduct to the eastern extremity of the summit level, it is carried in its passage from thence to the western extremity through the hill at Burbage, by a great deal of deep cutting, and a tunnel of five hundred yards long and 16½ feet wide. From the extremity of this tunnel to the town of Devizes, no work of consequence occurs. From Devizes to Bath the country assusnes a more hilly and rugged character. At the former place there has been an extensive piece of deep cutting. Between the locks near Foxhanger, it has been found necessary to make very large side ponds, in which the water is permitted to expand itself after it is let out of the locks, and is thus prevented from running to waste. From Foxhanger, the line of the canal is continued through the long vale of Somerham Brook, by an expensive embankment. On leaving this vale, it proceeds along the valley of the Semington River, and at Semington is conveyed across the river by a stone aqueduct, having an arch of 30 feet span, with a long embankment at each end of it. From hence there is


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 a considerable piece of cutting, as far as the River Biss, below Trowbridge; it then crosses that river over an aqueduct of the same dimensions as that at Semington, with a large embankment, 30 feet high, on each side of it.

From the aqueduct over the River Biss, the canal passes by Bradford, through a tract of country abounding with hills and rocks, to Sidney Gardens, Bath: and in its course is twice conveyed across the River Avon by handsome stone aqueducts, the Centre arches of which are about 60 feet span each. It enters and departs from Sidney Gardens through tunnels, which pass under the houses and rides. The walks of the gardens are carried over it by two iron bridges. The seven locks upon the remainder of the canal, between these gardens and its entrance into the Avon, have been made at considerable expense; several of them being so near to each other, that large side ponds have been required.

This canal, at its highest elevation at the Crofton Tunnel, is 474 feet above the level of the sea. In its course it passes within a short distance of Hungerford House, Tottenham Park, Wilcot Park, East Stowel, Hewish, New Park, Mount Pleasant, and a number of other seats of the nobility and gentry. The direction it takes, from its junction with the River Kennet Navigation, is nearly west. It has communication with the Wilts and Berks Canal at Semington; with the Frome Canal at Widbrook; and with the Somerset Coal Canal near Bradford, all upon its line. From these and many other advantages, the traffic on it in coal, corn, stone, copper and iron, is of very considerable extent, and, from the almost daily addition to its communication with different parts of the kingdom, by connecting canals and railroads, must continue to increase as long as Great Britain maintains its character as a commercial nation.

Mr. Rennie was engineer for the canal, by whose abilities the most formidable obstacles were overcome. The aqueduct over the River Avon, about a mile from Limpley Stoke, and six miles from Bath, is greatly admired for its architectural beauty; and, indeed, wherever there is an aqueduct or a bridge upon the line, they are invariably distinguished by the excellent workmanship employed in their construction. The execution of the locks and tunnels is deserving of similar commendation.


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Of the good effects arising from a well-regulated system of inland navigation there can be no doubt; but at the same time it should be recollected, that in most instances these effects must be produced by slow and gradual means. There is probably no canal in Great Britain to which this observation may be applied with greater propriety than the Kennet and Avon. The difficulties to be encountered have sometimes been so great, as to present a very unpromising appearance as to its ultimate execution; but they have all been surmounted by the skill, perseverance and good management of the persons to whom its affairs have been entrusted. It was opened on the 28th of December, 1810, for public accommodation; and, when considered in connection with the other works which are now carrying on in the western counties, it promises to continue one of the most profitable concerns of the kind in this part of the united kingdom.

KENNET RIVER.
2 George I. Cap. 24, Royal Assent 21st September, 1715.

7 George I. Cap. 8, Royal Assent 23rd March, 1720.

3 George II. Cap. 13, Royal Assent 15th May, 1730.

As the interests of this navigation are merged in those of the Kennet and Avon Canal, in consequence of the provisions of an act obtained by that company, it will not be necessary to do more than recite the three acts obtained as above; the first is entitled, An Act to make time River Kennet navigable from Reading to Newbury, in the county of Berks. The second, An Act for enlarging the Time for making time River Kennet navigable from Reading to Newbury, in the county of Berks. A third act was obtained in the 3rd of George II. entitled, An Act for making the Acts of the Second and Seventh of his late Majesty's Reign, for making the River Kennet navigable from Reading to Newbury, in the county of Berks, more effectual. By these acts, the proprietors of the Kennet River were empowered to demand a rate of 4s. per ton on goods of every description conveyed thereon, but the Kennet and Avon Canal Proprietors, since they purchased this work, have only charged a rate of l½d. per ton per mile.


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The Kennet River Navigation, commencing from its junction with the Kennet and Avon Canal at Newbury, to its fall into the Thames a mile and a half below Reading, is twenty miles in length. Its elevation at the highest point is 264½ feet above the level of the sea. From Newbury to the High Bridge at Reading, in a distance of eighteen miles and a half, there are twenty locks, with a fall of 126 feet; this constitutes the River Kennet Navigation. These eighteen miles and a half may now be reckoned as a continuation of the Kennet and Avon Canal,

From Reading to the Thames, about a mile and a half, the river is under the control of the Thames Commissioners, who have made a cut and lock on this part. The breadth of the water in the river is between 60 and 70 feet; on the cuts, 54 feet; the average depth about 5 feet. The locks are 120 feet long, by 19 feet broad, thus allowing the passage of vessels 109 feet long and 17 wide, drawing 4 feet water. In its course it passes Sandleford Priory, Padworth House and White Knights.

Its utility for the transit of corn and other agricultural produce, coals and various articles of home consumption is very great, particularly when considered in conjunction with the various canals of which it forms a part. The turf and peat pits between Reading and Newbury afford the opportunity of producing an abundance of peat ashes, which, by means of this navigation, is distributed over a large district of country, and found highly beneficial for manure.

KENSINGTON CANAL.
5 George IV. Cap. 65, Royal Assent 28th May, 1824.

7 George IV. Cap. 96, Royal Assent 26th May, 1826.

THE first act granted for the purposes of this work was obtained in 1824, and bears for title, An Act for widening, deepening, enlarging and making navigable a certain Creek called Counter's Creek, from or near Counter's Bridge, on the Road from London to Hammersmith, to the River Thames in the county of Middlesex, and for maintaining the same. By the preamble of this act it is stated, that the town and parish of St. Mary Abbot's Kensington,


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Inter-governmental convention on food micro-algae

The Parties to this present Convention,
 * Sure of the necessity of improving food security as well as social and educational development
 * Underlining the urgency to fight malnutrition and poverty, to eradicate starvation and suffering from the Earth
 * Convinced of the importance of food micro-algae as nutritional supplement in favour of undernourished children, refugees and other needy people
 * Desirous to reinforce university research and to share the advancements foreseen by this Convention
 * Remembering the necessity of a scientific research, truly ethical and moral, in the respect of all beings, which go along with man on our planet
 * Determined to prevent man-made emergencies and natural disasters and to reduce their impact on the society, the economic system and the environment

Have agreed as follows:

Article 1
To attain the above mentioned objectives and to develop the diffusion of Peace, Culture and International Cooperation, the Parties hereby decide to create the following Intergovernmental Institutions, endowed with full juridical personality of international law, with all related capacities and prerogatives, like the capacity to conclude Treaties and to establish diplomatic relations with States and International Organizations, the capacity to possess extra-territorial and inviolable official seats, as well as funds and properties and to emit official documents such as letters credential and diplomatic passports, as well as to possess their own emblems, flags and scientific, expeditionary and intervention corps:
 * - The Intergovernmental Council for Food Micro-algae (ICOFAM), with the goal to promote the utilization of food micro-algae, in favour of the victims of humanitarian emergencies,
 * - The Inter-Governmental University (IGU), with the goal to sustain university research, education and co-operation, especially in favour of Developing Countries,
 * - The International Emergency Management Organization (IEMO), with the goal to work for emergency prevention, preparedness, mitigation and recovery.

Article 2
Each Institution is composed of:
 * 1) Council
 * 2) Directional Secretariat

Article 3
Each Council, formed by the Representatives of the Parties (or, as the case may be, by the respective Ministers of Foreign Affairs or by the Chief Executive Officers of the respective Intergovernmental Organizations), meets once a year, summoned by the Directional Secretariat of its Institution, to deliberate on the points on the agenda, to formulate internal rules and procedures and to create, as the case may be, other subsidiary bodies, as the international commission for the defense of nature and animals, subsidiary body of the IGU. Each Council, which is always deemed to be quorated, regardless of the number of the participants, is chaired by a Chairman, appointed every three years and makes decisions by simple majority (one vote for each Party). Only States have the right to vote. Intergovernmental Organizations, signatories of this Convention, have observer status within each Council.

Article 4
Each Directional Secretariat, in charge of the administrative ordinary and extraordinary co-ordination of its Institution, is directed by a Secretary-General (President for life in the case of IEMO -Ambassador for life, with perpetual title, of his or her organization), who is appointed every five years (with the exception of the IEMO President which is appointed for life, through the present Convention and indicated in the annex) by the respective Council and who may be re-appointed and who has the powers to appoint commissions, officials, delegates and staff-members. The Directional Secretariat nominates all delegations, diplomatic missions, missions of intervention and observer missions, endowed with diplomatic prerogatives and immunities. Officials, delegates, as well as funds, official seats, buildings and properties of the above mentioned organizations, are endowed with diplomatic status in adherent Countries.

Article 5
The above mentioned Institutions are financed through public and private voluntary donations.

Article 6
The present Convention does not entail any financial obligation for the Parties. The present Convention may be amended, with the exception of Article 4.

Article 7
Each Party may withdraw from this Convention, after a period of six months from the date of its adhesion, in written form, addressed to the Depositary.

Article 8
This Convention, open to States and Intergovernmental Organizations -upon formal invitation from the Depositary, enters into force on the date of the third adhesion, by deposit of instrument of adhesion with the Depositary and shall be open for subsequent adhesions, by deposit of instrument of adhesion or accession with the Depositary.

Article 9
The original of this Convention, in English and French languages, shall be deposited with the Secretary-General of the Intergovernmental Council for Food Micro-algae, in charge of all relevant functions.

In Faith whereof, the abilited representatives of the respective Parties, have concluded the present Convention

ANNEX

 * - The term Food Micro-algae, used in this Convention, refers to:
 * a) Spirulina Arthrospira platensis and its varieties: Lonar, Maxima, Geitleri and to all other edible varieties of Spirulina
 * b) Other food Micro-algae: Chlorella, Scenedesmus and so on.
 * - Name of first Secretary-General of ICOFAM and Life-President of IEMO: H.E. Amb. Alessandro Manini
 * - Name of first Secretary-General of the Inter-Governmental University (IGU) and its subsidiary commission: Prof. Enrico Conti
 * - The Inter-Governmental University (IGU) will be renamed at the tenth adhesion: The World University
 * - The title of IEMO Life President is combinable with other public and private charges. The successors will be elected by the IEMO Council.
 * - The seat of the Institutions is provisionally located in Rome, Italy.
 * - Each Council can transfer the seat of its Institution at any time.
 * - The extraordinary administration includes the case in which the Council is not formed or not active.


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 would be greatly benefited by the forming of Counter's Creek into a canal, for the conveyance of goods through the same to the Thames. Commissioners were, therefore, appointed to take measures for executing the same, with powers to make tunnels, erect steam engines, take down bridges and divert roads for this purpose; and in order to meet the cost of the undertaking, the proprietors were to raise amongst themselves the sum of £10,000, in one hundred shares of £100 each. In case this should not prove sufficient, they may raise a further sum of £5,000, either of which sums may be borrowed on mortgage of the tolls, and the £5,000, last directed to be raised, may be obtained on promissory notes, or by such other means as shall appear most eligible.

For paying interest and other expenses, the proprietors, who are by the act called "The Kensington Canal Navigation Company," are to collect the following

TONNAGE RATES.
Fractions of a Ton to be taken as the Quarters therein, and of a Quarter as a Quarter.

The company may erect wharfs and cranes, and charge as

WHARFAGE RATES.
The canal was to be completed in three years after the passing of this act, or the powers thereof were to cease, and the company was directed to pay a fine of £5, with an annual rent of the same sum to the Mayor and Commonalty of London, for the liberty of opening and enlarging the communication with the Thames.


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The work was commenced immediately on obtaining the act; but it having been found expedient to make the canal of a greater width than at first proposed, and this alteration costing more than was originally estimated, a second act was obtained in 1826, bearing the title of 'An Act to amend an Act for making a Canal from Counter's Bridge, on the Road from London to Hammersmith, to the River Thames, in the county of Middlesex, and to enable the Kensington Canal Company to raise a further Sum for the completing of the said Canal.' By this act the company were authorized to raise a further sum of £30,000 by the usual means, and the term of completing the canal was prolonged for three years.

Mr. Thomas Hollinsworth was the engineer employed, and his estimate for the canal, to be 9,000 feet long, was, for completing the same, with

This canal, though of limited extent, is of great service for the purposes which gave rise to its projection.

KENYON AND LEIGH RAILWAY.
10 George IV. Cap. 36, Royal Assent 14th May, 1829.

THE Kenyon and Leigh Railway was projected with a view to connect the Bolton and Leigh Railway with that of the Liverpool and Manchester, and the act for completing the same obtained the sanction of the legislature as above, under the title of 'An Act for making a Railway from the Bolton and Leigh Railway in the township of West Leigh, to the Liverpool and Manchester Railway, in the township of Kenyon, with a Branch therefrom, in the county of Lancaster.' By this act the company, under the title of "The Kenyon and Leigh Junction Railway Company," are empowered to make a railway from the Bolton and Leigh Railway, within the township of West Leigh, and extending to or passing through Leigh, Winwich, Pennington and Kenyon, or some of them, and terminating at the Liverpool and Manchester


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 Railway, five hundred yards to the west of Broseley Lane, in the said township of Kenyon, together with a branch from a certain field in the said township of Kenyon, belonging to the Earl of Wilton, and extending from thence in a curved line eastwardly, terminating at or near the said Liverpool and Manchester Railway, four hundred yards to the eastward of the said Broseley Lane; and also, to make inclined planes, if necessary, on any part of the line. The distance between the inside edges of the rails of this railway to be not less than 4 feet 8 inches, and that between the outside edges not more than 5 feet 1 inch; and at the crossings of turnpike-roads or highways, the guiding flanch or ledge shall not rise above or sink below the level of such road more than 1 inch. Bridges for carrying the same over highways, shall leave a clear width of 15 feet under the arch, and a height of 16 feet above the surface of the road; but the bridge over the Leeds and Liverpool Canal shall not be less than 25 feet in span; width of towing-path 6 feet, and breast wall of the same 12 feet in height above the level of the top water in the canal. The proprietors are empowered to raise £25,000, in shares of £100 each, for the purposes of this act; £22,946, being the estimate of the work, is to be raised before the act is put in force. But should the sum of £25,000 prove insufficient, the proprietors may raise £6,000 more in the usual way. The following are directed to be collected as

TOLLS AND TONNAGE RATES.
Fractions of a Ton to be taken as the Quarters therein, and of a Quarter as a Quarter.

The Company to fix the Rates for Parcels not exceeding Five Hundred Weight.

This Railway is not to be used as a Foot Path, under Penalty of Forty Shillings, to be paid by the Offender, but Owners or Occupiers of Lands adjoining may pass thereon without paying Toll. No carriage to carry more than Four Tons, including its own Weight, except any one Piece of Timber, Block of Stone, Boiler, Cylinder, Bob or Single Piece of Machinery, which may, with the Carriage, weigh Eight Tons, and pay Four-pence per Ton per Mile.


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The railway must be completed in seven years, or the powers of the act cease. The length thereof is about four miles, in a southerly direction from Leigh; in its course it passes not far from Pennington Hall and Haydock Lodge; and, connecting the Bolton and Leigh Railroad with that of the Manchester and Liverpool, it adds considerably to the facilities for conveying coal, iron and lead from various mines within reach of Bolton, Leigh, and other places, with which a communication is thereby opened. The engineering department is under the direction of Mr. Vignolles.

KETLEY CANAL.
(SEE SHROPSHIRE CANAL.)

KIDWELLY CANAL.
6 George III. Cap. 55, Royal Assent 19th February, 1766.

52 George III. Cap. 173, Royal Assent 20th June, 1812.

58 George III. Cap. 75, Royal Assent 28th May, 1818.

THE first commencement of this undertaking was an act obtained in 1766, by Thomas Kymer, Esq. to make a canal from the tideway in Kidwelly Harbour to his coal and lime works, about three miles and a half from that place. This act is entitled, 'An Act to enable Thomas Kymer, Esq. to make a navigable Cut or Canal,from Little Gwendraeth River, near the town of Kidwelly, to the Great Forest and Pwll Llygod, in the county of Carmarthen.' it may be strictly considered a private act, as it was for the sole purpose of affording conveyance for the produce of Mr. Kymer's estate; and the canal which was entirely cut through his own land was called Kymer's Canal. The utility of the work, however, was proved to be so great, that it was thought desirable to extend its benefits to the neighbourhood, and, in consequence, another act was obtained in 1812, entitled, 'An Act for the improving of the Harbour of Kidwelly, and for making and maintaining a navigable Canal, or Tramroads, in Kidwelly, and Llanelly and other parishes therein mentioned, in the county of Carmarthen.' By this act powers were given for a company to improve the harbour at Kidwelly, and to make a canal and


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 tramroads in Kidwelly, Lianelly, and other parishes of the vicinity. The company was by this act incorporated under the name of "The Kidwelly and Llanelly Canal and Tramroad Company," with the usual powers. They were also authorized to restore or make a cut or channel from Salmon Scarr, on the south side of the River Towey, to the united rivers of Great and Little Gwendraeth, near Bertwyn House. For all the purposes of this act the company may raise £60,000, in shares of £100 each; and should that prove insufficient, they may raise a further sum not exceeding £20,000 in like manner, or on mortgage. For enabling them to keep up the works, and to pay the interest of money advanced, the proprietors are authorized to demand as under for

TONNAGE RATES.
And so on in Proportion for a greater or less Weight than a Ton, and for a longer or shorter Distance than a Mile. Parcels of less than Five Hundred Weight to be paid for according to Rates which shall be fixed by the Proprietors.

Ships, Barges, and other Vessels entering and using the Harbour of Kidwelly, to pay, as Harbour Dues, One Penny per Ton on their registered Burthens, which Dues shall be appropriated solely to maintaining and improving the said Harbour. His Majesty's Vessels of War, Post-Office Packets, Transports employed on his Majesty's Service, Vessels carrying Salt for the Fisheries, Ships carrying Stones or other Materials for the Works, and Custom-House Vessels are all exempt from paying these Dues. Vessels resorting to any Shipping Places to be hereafter erected by the Company, shall pay One Penny per Ton on all exported Goods, and One Half-penny per Ton on all imported Goods. The Company may also demand the following

TOLLS.
Fishing Boats, Boats or Vessels carrying Coals to other Vessels in the Harbour, or bringing Supplies of Flesh or Vegetables to the Town of Kidwelly, are exempt from Duties. Goods or Merchandize are not to remain on any Quays or Wharfs of the Company for a longer Time than Twenty-four Hours; if they do, they are to be charged a Wharfage Rate of One Half-penny per Ton per Day.


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In 1818 a third act was obtained to alter and enlarge the powers of those previously granted, and is entitled, 'An Act to explain and amend an Act of the Fifty-second of his present Majesty, entitled, An Act for the improving of the Harbour of Kidwelly, and for making and maintaining a navigable Canal, or Tramroads, in Kidwelly and Llanelly, and other parishes therein mentioned, in the county of Carmarthen, and to alter and enlarge the Powers thereof.' By this act the company are enabled to raise the harbour dues of Kidwelly, from one half-penny to one penny per ton, on the registered burthen of all vessels entering and using this harbour.

If the works are not completed in six years from the date of the act, then its powers are to cease; and if any persons, desirous of making any collateral cut, branch or railway, authorized by this or the former acts, shall advance to the company a sufficient sum of money for making the same, then they may call upon the company to complete the same, and in case of refusal, the parties themselves are authorized to make it, and shall be accounted proprietors of one £100 share, for every hundred pounds bonafide expended on the making of the said branch, cut or tramroad. There are two small detached tramroads, one at Machynis Pool, the other at the Loughor Mines.

KILMARNOCK RAILWAY.
48 George III. Cap. 46, Royal Assent 27th May, 1808.

THIS railway, commencing near the town of Kilmarnock, in the county of Ayr in Scotland, pursues a westerly course for about half its length; it then turns at almost right angles to the south, and terminates at the Troon, having traversed between its two points, Kilmarnock and the Troon, a distance of nine miles and six furlongs, and passing, in its way, by the estates of Fairlie and Robertland, both belonging to the family of Sir William Cunningham.

The design, for which it was projected, was to open a cheaper and easier conveyance than heretofore, for coal, lime and minerals, as well as for the goods, wares and merchandize used and


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 by and in the large works of the county of Ayr. The act for executing it was passed in 1808, and has for title, 'An Act for making a Railway from or near to the town of Kilmarnock, in the county of Ayr, to a Place called the Troon, in the said county.' By this act the proprietors are incorporated under the style of " The Company of Proprietors of the Kilmarnock and Troon Railway," and are empowered to raise in shares of £500 each, the sum of £40,000, for the purposes of the act; and should need be, they may raise a further sum of £15,000 amongst themselves, or by borrowing on security of the undertaking. The following are also directed to be paid as

TONNAGE RATES.
Fifty Cubic Feet of Round, and Forty Cubic Feet of Square Oak, Ash, Elm or Beech Timber, and Fifty Cubic Feet of Fir or Deal, Balk, Poplar, Birch or other Timber or Wood not cut into Scantlings, to be considered as One Ton Weight. One Hundred and Twelve Pounds Avoirdupois of Coal, Coke, Lime and all other Goods, Commodities, Matters or Things to be rated as One Hundred Weight; and Two Thousand Two Hundred and Forty Pounds Weight as one Ton.

Fractions of a Ton to be reckoned as the Numbers of Quarters in it, and of a Quarter as a Quarter.

Fractions of a Mile as the Quarters in it, and of a Quarter as a Quarter.

If the yearly dividends exceed £20 per cent, on the sums expended, for three years, the rates may be reduced by order of two justices of the peace; and if, after such reduction, the dividends for any two years shall not amount to £20 per cent, per annum on the sums expended, the rates may be raised to their former amount, by order of two justices as aforesaid.

Owners of land on the line may erect wharfs and warehouses, but if they refuse after twelve months' notice, the company may erect such wharfs, &c. and demand a rate for all goods left on their wharfs or in their warehouses above twenty-four hours; such rate to be regulated at a quarter sessions of the county.

The line of this useful undertaking was laid down by Mr. William Jessop, who estimated the expense of making the same at £38,167, l0s. The whole length is, as we have before stated, nine miles and six furlongs. At a distance of seven miles, two furlongs and five chains, there is a branch to Sir William Cunningham's Coal Works at Peatland, which is four furlongs and five chains in length. There were originally only four subscribers to the work, who took shares as follow, viz.


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KINGSTON-UPON-HULL.
14 Geo. III. C. 56, R. A. 20th May, 1774.

23 Geo. III. C. 55, R. A. - - - - - 1783.

42 Geo. III. C. 91, R. A. 22nd June, 1802.

45 Geo. III. C. 42, R. A. 5th July, 1805.

6 Geo. IV. C. 107, R. A. 5th July, 1825.

THIS article is merely inserted as serving to inform our readers, that the powers of demanding various dues and customs relating to the Hull River and the port of Kingston-upon-Hull, together with the building of quays, wharfs, &c. for the securing the revenues of his Majesty's customs there, were legalized by an act of 14th George III. entitled, 'An Act for making and establishing public Quays or Wharfs at Kingston-upon-Hull, for the better securing his Majesty's Revenues of Customs, and for the Benefit of Commerce in the Port of Kingston-upon-Hull; for making a Basin or Dock, with Reservoirs, Sluices, Roads and other Works for the Accommodation of Vessels using the said Port; and for appropriating certain Lands belonging to his Majesty, and for applying certain Sums of Money out of his Majesty's Customs at the said Port for those Purposes, and for establishing other necessary Regulations within the Town and Port of Kingston-upon-Hull.' The other acts above-noticed relate principally to making a new dock and other regulations.

For the extent of the port we refer to the map, and for the various dues to the acts, those particulars not coming within the design of a work on inland navigation.

KINGTON CANAL.
(SEE LEOMINSTER CANAL.)


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KINGTON RAILWAY.
58 George III. Cap. 63, Royal Assent 23rd May, 1818.

THIS railway was projected for the purpose of opening a communication between the Hay Railway near Eardisley in Herefordshire, to Kington in the said county, and from thence to the Burlinjob Lime Works, in the county of Radnor, and thereby facilitating and cheapening the conveyance of coal, iron and other commodities from the county of Brecon, to the said town and lime works; and, in return, to facilitate the export from thence of lime, corn and other products, all which objects were not feasible by the turnpike and other roads, in consequence of their ruinous state.

The necessary powers were obtained in an act, entitled, 'An Act for making a Railway from the Hay Railway, near Eardisley, in the county of Hereford, to the Lime Works near Burlinjob, in the county of Radnor;' by which the subscribers were incorporated under the name of "The Kington Railway Company," and empowered to make the said railway from the Hay Railway near Eardisley, through the townships of Almeley, Lyonshall, Kington and Old Radnor, in the counties of Hereford and Radnor. For accomplishing this work, the proprietors are empowered to raise £18,000, in shares of £100 each; and in case that sum should not be sufficient, they may raise £5,000 more. Any part of the said £18,000 which was not subscribed before the passing of the act, or of the additional £5,000, may be raised on promissory notes under the common seal, or by mortgage. For paying interest and maintaining the railway, they are authorized to demand the following

TONNAGE RATES.
Fractions of a Ton and a Mile as the Quarters in each respectively, and of a Quarter as a Quarter.


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The company are to fix the Rate for Parcels not exceeding Five Hundred Weight.

The Railway is not to be used as a Passage for Horses or Cattle, except those crossing it to the Farms on its Line.

Wharfs and warehouses may be erected by owners of land or lords of manors, on their own lands; but if such erections are not made within three calendar months after notice given, then the said company may themselves erect them, and at such wharfs may be taken the following

WHARFAGE AND WAREHOUSING RATES.
All Articles remaining above Forty-eight Hours, shall pay in addition for the next Ten Days, for Wharfage, One Penny per Ton; for Warehousing, Three-pence per Ton; and the like Sums of One Penny and Three-pence for every Day after the Expiration of the said Ten Days.

A loan of Exchequer Bills is to be deemed equivalent to a subscription, as being provided for under the clauses of an act of the 57th George III. entitled, 'An Act to authorize the Issue of Exchequer Bills, and the Advance of Money out of the Consolidated Fund to a limited Amount, for the carrying on of Public Works and Fisheries in the United Kingdom, and Employment of the Poor in Great Britain.'  This railway is about fourteen miles long, in a direction from Burlinjob to Castle Weir, west, and from thence to the Hay Railway, south. It is 505½: feet above the level of the sea, and well calculated for the purposes for which it was projected.

KIRKINTILLOCH, OR MONKLAND AND KIRKINTILLOCH RAILWAY.
5 George IV. Cap. 49, Royal Assent 17th May, 1824.

THIS useful work was undertaken in the year 1824, under the authority of 'An Act for making a Railway from Palace Craig, in the parish of Old Monkland, in the county of Lanark, to the Forth and Clyde Canal, near Kirkintilloch, in the county of Dumbarton.' The design of the projectors was to open a communication between the iron works at Palace Craig, near Old


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 Monkland, and the Forth and Clyde Canal, for the purpose of exporting the minerals and manufactures of that place and vicinity, and it has fully answered the end proposed. It traverses a distance of more than ten miles, in a northerly direction from Monkland to Kirkintilloch. Taking the surface water of the Forth and Clyde Canal as a level, there is a rise, from the basin where the railway communicates with that work, to its termination at Palace Craig, of 133 feet 11 inches. In its way it passes by Howes, at which place there is a branch of three quarters of a mile in length, with a rise, from the aforesaid level, of 161 feet 3 inches to Kipps' Colliery. It connects with the Garnkirk and Glasgow Railway, and with the Ballochney Railway, and also with the Wishaw and Coltness Railway; besides connecting the Monkland Canal with the above railroads and the Forth and Clyde Canal, thus giving facility to the export of immense quantities of coal, ironstone and limestone, with which this district abounds.

Mr. Thomas Grainger was the engineer employed, whose estimate for the whole, including the basin at the Forth and Clyde Canal of one hundred yards square, was £24,953, ls. 5d.; the necessary funds for which were raised by shares of £50 each.

LANCASTER CANAL.
32 Geo. III. C. 101, R. A. 11th June, 1792.

33 Geo. III. C. 107, R. A. 10th May, 1793.

36 Geo. III. C. 97, R. A. 14th May, 1796.

40 Geo. III. C. 57, R. A. 20th June, 1800.

47 Geo. III. C. 113, R. A. 13th Aug 1807.

59 Geo. III. C. 64, R. A. 14th June, 1819.

THIS stupendous undertaking commences, at 144 feet 9 inches above the level of the sea, near Kirkby Kendal, to the north of which place it has a feeder from the Mint Beck; it proceeds in a southerly direction to the tunnel at Hincaster Green; from this tunnel it turns directly eastward till it crosses Stainton Beck, where it again bends to the south and continues a sinuous course in that direction past Beetholme, Milthorp and Burton-in-Kendal, near the division of the counties of Westmoreland and Lancaster; it then locks down 75 feet by nine locks, in a place named Tewit Field; here a branch was intended to run off westward to the lime rocks of Warton Cragg, the main line proceeding in a south-easterly direction to Barwick, not far from which place it crosses the River


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 Keer; from Barwick, passing near Over Kellet, it runs south-west to Bolton-by-the-Sands and Hest; bending to the east from this place and winding round Lancaster, where it crosses the Lune or Loyne by a magnificent aqueduct, it proceeds to Galgate, leaving Quern Moor Park on the east. From Galgate a branch 79 feet 4 inches above low water goes off westerly by Thornham to Glasson New Dock, locking down 51 feet to the sea lock at Glasson, the sill of which is 3 feet 10 inches above low-water-mark. Leaving the Galgate Branch the main line comes to Garstang, where it crosses the River Wyre, a branch of which it again passes near Kirkland Hall. From Garstang it runs easterly by Greenhalgh Castle past Myerscough Hall; thence making a detour westward it winds round the estate of Salwick Hall, whence it runs eastwardly to Preston, traversing from Tewit Field to that town a distance of forty miles on one level, generally called the Lancaster Level. Here the canal is interrupted for about four miles and a half: but a railroad crossing the Ribble, and ascending the high ground, connects this part of the line with the continuation thereof at the summit level at Thorpe Green. This railroad rises 222 feet; at its termination, where the head level of the canal commences, there is a commodious basin, and immediately adjoining commences a tunnel three hundred yards in length. From this junction of the railroad and canal, the latter proceeds almost due south to Bark Hill near Wigan, a distance of thirteen miles and a half. The remainder of the projected line to West Houghton was never executed, being rendered unnecessary by the junction of the Leeds and Liverpool with the Lancaster Canal, at Johnson's Hillock, near Shaw Hall, two miles and a half from the tunnel. At this place the Lancaster Company made a short branch or junction on which there are seven locks, with a rise of 67 feet 3 inches, from their summit level into the Leeds and Liverpool Canal, A communication is thus made between Kendal and Manchester, and all the navigations connected with that town, through the Leeds and Liverpool Branch to Leigh, by way of Bark Hill and Wigan. The canal in its progress passes through a noted agricultural district, generally called the Fylde Country.

Having thus given the route of the canal, we proceed to notice the acts of parliament connected with it, in their order. The first


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 obtained for this purpose, bearing date in 1792, is entitled, 'An Act for making and maintaining a navigable Canal, from Kirkby Kendal in the county of Westmoreland, to West Houghton in the county palatine of Lancaster, and also a navigable Branch from the said intended Canal at or near Barwick, to or near Warton Cragg, and also another navigable Branch, from, at or near, Galemoss, by Chorley, to or near Duxbury in the said county palatine of Lancaster.' It incorporates the proprietors under the style of "The Company of Proprietors of the Lancaster Canal Navigation," and gives them power to cut the line as we have described to West Houghton, with branches from Barwick Hall to Warton Cragg, and from Galemoss in the parish of Crofton, to or near Duxbury in the parish of Standish. The part to West Houghton was rendered unnecessary as we before stated, and the Duxbury Branch has also been left unexeeuted.

By this act the proprietors were empowered to raise £414,100, in £100 shares, £60,000 thereof to be applied solely to complete the Westmoreland part of the canal, with a power of raising by further subscription amongst themselves, or by mortgage, the additional sum of £200,000, if required. This act also established the following rates.

TONNAGE AND WHARFAGE RATES.
Coal, Iron and Lime-stone may remain on tbe Wharfs Twenty-one Days; Timber, Clay, Lime, Iron-stone, Stone, Bricks, Tiles, Slate and Gravel, Thirty Days all other Goods Six Days; an additional Charge of one Penny per Ton for every Ten Days after this Period.

And so on in Proportion for more or lees than a Ton or a Mile.

Forty Feet of Round, or Fifty Feet of Square Oak, Ash or Elm Timber, and Fifty Feet of Fir or Deal, Balk, Poplar, Beech or Birch cut into Scantlings, and Forty Feet of Light Goods to be deemed One Ton.


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In the following year a second act, the title of which sufficiently explains its purport, was granted, as 'An Act to alter and amend an Act passed in the last Session of Parliament, entitled, An Act for making and maintaining a navigable Canal, from Kirkby Kendal in the county of Westmoreland, to West Houghton in the county palatine of Lancaster, and also a navigable Branch from the said intended Canal at or near Barwick, to or near Warton Cragg, and also another navigable Branch, from, at or near, Galemoss, by Chorley, to or near Duxbury in the said county palatine of Lancaster; and also for making a navigable Branch from the said Canal at or near Galgate, to Glasson Dock, in the said county palatine of Lancaster.' The next act, obtained in 1796, and entitled, 'An Act to enable his Majesty, in Right of his Duchy of Lancaster, to make a Grant of certain Lands,for the Purpose of carrying into Execution an Act passed in the Thirty-second of his present Majesty, entitled, An Act for making and maintaining a navigable Canal,from Kirhby Kendal in the county of Westmoreland, to West Houghton in the county palatine of Lancaster, and also a navigable Branch from the said intended Canal at or near Barwick, to or near Warton Cragg, and also another navigable Branch, from, at or near, Galemoss, by Chorley, to or near Duxbury in the said county palatine of Lancaster,' was merely to enable his Majesty, as Duke of Lancaster, to grant the company certain lands in that duchy. The fourth act, entitled, 'An Act for enabling the Company of Proprietors of the Lancaster Canal Navigation to complete the same,' was obtained in 1800, for the purpose of enabling the proprietors to raise the additional £200,000, mentioned in the first act, by creating new shares.

An act, entitled, 'An Act to enable the Company of Proprietors of the Lancaster Canal Navigation, to vary the Course of the said Canal, and to make Railways or Roads, and to amend and render more effectual Two Acts relating to the said Navigation,' was obtained in 1807, whereby the proprietors were empowered to vary the line between Tewit Field in the parish of Warton and a place called the World's End, in the parish of Hincaster; also to make a railway from Farlton Knott in the parish of Beetham, to communicate with the said variation in Kelnhall


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Close in the township of Farlton, and another from the limestone rock at Kellet Seeds in the parish of Bolton-by-the-Sands to Over Kellet and Carnforth. By this act the power of taking water from the River Mint, is repealed.

The last act received the royal assent in 1819, under the title of 'An Act to alter and amend the several Acts passed for making and maintaining the Lancaster Canal Navigation.' It grants to the company the power of making reservoirs and feeders in the townships of Killington, New Hutton, Kirkby Lonsdale, and Kirkby-in-Kendal, and to convey the water from Crookland's Beck into the said canal; and to make a navigable branch from the said canal in the township of Whittle-le-Woods, at a place called Johnson's Hillock, to join and communicate with the present southern termination of the Leeds and Liverpool Canal, which said branch shall be accounted part of the said Lancaster Canal Navigation. By this act is repealed a clause of the 32nd George III. authorizing the proprietors to take 2s. 3d. per ton for all coals passing the locks on the said canal on the south side of the Ribble. The proprietors are also empowered to raise £270,000, on mortgage of the rates and dues of the said canal, for the purpose of completing the said navigation and works. The proprietors of the Lancaster and the Leeds and Liverpool Canals are not to take water either from other of these works, when the depth shall be reduced to 5 feet upon the sill of the upper gates of the locks on the said Leeds and Liverpool Canal, adjoining the said Lancaster Canal, which sill is not to be lower than the bottom level of the said Lancaster Canal. We have before mentioned, that by uniting the two canals at Johnson's Hillock, a length of eleven miles was common to both canals; this length is actually part of the Lancaster Canal, but that company is confined by a specific agreement, not to charge more for goods passing out of the Leeds and Liverpool on it, than they would be liable to for the same distance, taking it as part of the Leeds and Liverpool Canal. On the line of this canal there are two tunnels, one at Hincaster eight hundred yards long; the second at the Whittle Hills, not far from the junction with the Leeds and Liverpool Canal, three hundred yards long; there is also a remarkable piece of deep cutting at Ashton, near Lancaster.


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The Leeds and Liverpool Canal was to have crossed this canal by an aqueduct 60 feet high at Bark Mill near Wigan; and the Lancaster Canal itself was to have been conducted by an aqueduct over the Ribble at Preston; there is one over the Wyre at Garstang, the Beeloo near Bethorn, and the Lune near Lancaster, the last of which is a most wonderful piece of workmanship, being 51 feet high above the river, having five arches of 70 feet span each, and is supposed to be the largest aqueduct of the kind in England.

Mr. Brindley surveyed part of the line of the Lancaster Canal in 1772, and Mr. Whitworth soon after completed the survey. But it was not till 1791, that the promoters of the scheme resumed the subject; when they appointed Mr. Rennie engineer to the undertaking, and this was the first great work of the kind in which he had taken the direction; the magnificent aqueduct over the Lune at Lancaster, and other immense works upon this canal, established his reputation as a civil engineer.

It would be almost impossible to enumerate all the advantages accruing to the public from the execution of this undertaking. The interchange of the coals and cannel of Wigan and the southern extremity of the line, with the stone, lime and slate of its northern parts, is not amongst the least beneficial effects of its completion; whilst liquors and various other articles of foreign merchandize introduced at the port of Lancaster, are by its means conveyed with expedition and at a trifling expense to the various populous manufacturing places on its line.

LAPWORTH AND RINGWOOD CANAL.
(SEE STRATFORD-UPON-AVON CANAL.)

LARKE RIVER.
11 & 12 William III. Cap. 22, Royal Assent 11th April, 1700.

57 George IlL Cap. 71, Royal Assent 10th July, 1817.

THE navigation of the River Larke or Burn extends for the distance of about fourteen miles from a place called Long Common, a little below Milden Hall Mill, to Eastgate Bridge in


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 Eastgate Street Bury St. Edmunds, in the county of Suffolk; its level from its situation in the flat part of the county is in no part greatly above the tideway.

The first step towards the rendering this river navigable, was an act of parliament in the year 1700, bearing as title, 'An Act for making the River Larke, alias Burn, navigable.' By this act power was granted to Henry Ashley, Esq. of Eaton Socon, in Bedfordshire, his heirs and assigns, to cleanse, enlarge or straighten the said river, and to construct all necessary works on the same. He was empowered to demand certain rates, and a number of commissioners were appointed to settle disputes, which commissioners were from time to time to elect others on vacancies. After the lapse of several years, the property became vested in Mrs. Susanna Palmer, and great inconvenience arose from the neglect of the commissioners in not filling up vacancies. A second act was therefore obtained in 1817, entitled, 'An Act for amending and rendering more effectual an Act of his late Majesty, King William the Third, for making the River Larke, alias Burn, navigable;' by which new commissioners were appointed with the necessary powers, and the following determined upon to be paid to Mrs. Palmer, in lieu of former tolls as

TONNAGE RATES.
All these Rates to be considered as payable for Goods passing between the Sluice next above Milden Hall Bridge and Bury St. Edmunds, and in Proportion for a greater or less Weight and for a less Distance; and the Proprietor may lower or raise all or any Part of the said Tolls from time to time. And the Commissioners are empowered to raise the Tolls for the Payment of Expenses incurred by making new Works, application being made to them by the Proprietor for that Purpose.


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This is a very useful navigation, and beneficial to the agriculturists of the district about Bury, as besides the advantageous mode it affords of conveying their produce down to Lynn, by its junction with the Ouse near Littleport, it conveys to them in return, and at a much lower rate than by land carriage, fuel and other articles of home consumption which their own neighbourhood cannot supply.

LEA RIVER.
3 Hen. VI. C. 5, R. A. - - - - - 1425.

9 Hen. VI. C. 9, R. A. - - - - - 1430.

13 Eliz. C. - - R. A. - - - - - 1561.

13 Geo. II. C. 32, R. A. 14th June, 1739.

7 Geo. III. C. 51, R. A. 29th June, 1767.

19 Geo. III. C. 58, R. A. 31st May, 1779.

45 Geo. III. C. 69, R. A. 27th June, 1805.

5 Geo. IV. C. 47, R. A. 17th May, 1824.

THE Lea or Lee Navigation commences at the county town of Hertford, at 111 feet 3 inches above the level of the sea; passing thence in an easterly direction by a bending course and leaving Ware Park on its northern bank, it arrives at Ware; from this town it proceeds in a south-easterly direction to its junction with the Stort River Navigation at no great distance from Hoddesden. From the junction, verging a little to the west, it directs its way southerly to Waltham Abbey; the line is now nearly straight in the same direction to Oil Mill; here again diverging to the east, it comes to Temple Mills, passing on its way Wanstead and Aldersbrook; a little above Temple Mills there is a cut, making a communication between this navigation and the Regent's Canal; from Temple Mills it proceeds to its fall into the Thames at Bow Creek, not far from the East India Docks; at Bromley there is a cut from this navigation into the Thames at Limehouse, which is about a mile and a half in length, with a fall of 17½ feet. This cut, by avoiding the circuit of the Isle of Dogs, makes a ready communication with the port of London. It was cut at the expense of the city of London, and is known by the name of the Lea Cut or Limehouse Canal.

The first parliamentary enactment having reference to the Lea or Lee, bears date in 1425, under the title of 'An Act for the Preservation of the River Lea;' another act was passed in 1430,


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 entitled, 'To scour and amend the River Lea.' This, according to the custom at that time, is written in the Old Norman French, and therefore need not be recited here.

In the 13th of Elizabeth, 1561, another act was sanctioned by the legislature, entitled, 'An Act for the bringing of the River Lea to the North Side of the city of London,' whereby the whole jurisdiction, rule and government of the said river or new cut, mentioned to have been made by the Mayor, Commonalty and Citizens of London, are vested in the said persons. The next parliamentary enactment which received the royal assent was obtained in 1739, and is designated, 'An Act for ascertaining, preserving and improving the Navigation of the River Lea, from the town of Hertford, to the town of Ware, in the county of Hertford; and for preserving and improving the said River,from the said town of Ware to the New Cut, or River, made by the Mayor, Commonalty and Citizens of London, and for enabling the Governor and Company of the New River, the better to supply the cities of London and Westminster, and the liberties of the suburbs thereof with good and wholesome Water.'  As the New River, which supplies the city of London with water, is mentioned in the last-recited act, it may be proper here to state that that useful work was projected and begun by Sir Hugh Middleton, in 1608; and that in 1773 Mr. James Sharp suggested the practicability of rendering that river navigable. The New River has its rise in the Chalk Hills between Hertford and Ware, and has also a feeder near that point from the River Lea.

By the act just recited, the governor and company of the New River were directed to pay the company of the Lea River £350 per annum, in consideration of the water supplied by that company, such yearly rent or fine to be applied to the improvement and preservation of the said River Lea or Lee. But it having appeared that the powers of this act were imperfect, and that the authority vested in the Mayor and Commonalty of London by the act of Elizabeth, interfered with the powers granted to this company, to the injury of both, a further act was obtained in 1757, which is designated, 'An Act for improving the Navigation of the River Lea, from the town of Hertford to the River Thames, and for extending the said Navigation to the Flood-Gates belonging to the Town


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 Mill, in the said town of Hertford.' As there are many clauses in this act for directing new cuts or canals to be made on various parts of the line, we shall here consolidate them. The River Lea or Lee is to be made navigable to the Flood-gates of the Town Mill at Hertford; and the proprietors are authorized to make at any time the following new cuts or canals, viz, one from the said river at a place called The Folly, into and down part of Dicker Mill Stream, to return into the said river at any point they may think best above Dicker Mill and between Constant's Weir and Manifold Ditch; one from the lock above Ware Mill into the said river on the south, near Priory Orchard; one from above Ware Weir into the same on the south-west near Stansted Bridge; one from below Stansted Bridge into the said river above Stansted Mill; one from above Field's or Rye Bridge Weir to any part between Archer's Weir and Field's Weir on the north-west; one from Dobb's Weir or the New Turnpike to the head of Broxbourn Mill; one from above Carthagena Turnpike to a little below the same; one from above King's Weir over Cheshunt Mill Stream, into the river near the west tail stream of Waltham Abbey Powder Mills; one from above Sotheby's Upper Weir, or Newman's Weir, to Enfield Mill Stream one hundred yards southwards below Enfield Lock, and thence to run through Enfield Mill Stream, to within three hundred and forty yards northward of and above Enfield Corn Mill; thence another cut to the eastward of the said mill stream, again communicating with the river two hundred and four yards below Enfield Mill, from thence to run through as much of the said mill tail stream as shall be necessary; one through part of Enfield and Edmonton Marshes, across the ditch parting Edmonton and Tottenham Marshes, and through part of Tottenham Marsh into and through the tail stream of Tottenham Mill into the said river again; one from below Flander's Wharf to above the tail stream of Walthamstow Mill; one from between Lea Bridge and the buildings of the Hackney Water Works, through part of Hackney Marsh, into the said river between Padding Mill Stream and Hackney Brook, on the east of Jones's Calico Grounds at Old Ford; and one from between Bromley Lock and Bromley Hall, through the parishes and hamlets of Bromley St. Leonard's, Blackwall, Poplar, St.Dunstan


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 Stepney and St. Ann Limehouse, to the north of Limehouse Church, into the Thames near Limehouse Bridge Dock. The following are to be paid as

TONNAGE RATES.
And in Proportion for a greater or lesser Quantity than a Chaldron or Ton.

Five Quarters of Wheat, Rye, Beans, Peas and Tares to be allowed to a Ton; Six Quarters of Barley to a Ton; Eight Quarters of Malt and Oats to ditto; Eight Sacks of Meal or Flour, each containing Five Bushels to ditto; and Ten Quarters of Bran or Pollard to a Ton. No Tonnage Rates to be demanded for any Boat, Barge, Lighter, or other Vessel carrying only Oil Cake, Malt Dust, Pigeon Dung or Manure of any Kind whatsoever.

Money for executing the work may be raised by borrowing on security of the rates, or by annuities secured thereon.

By this act also were allowed to various persons the following sums, viz, to the New River Company, in lieu of a toll taken by them for boats passing their lock at Ware Mill, at four quarterly payments for ever, one shilling for every boat, &c. passing the said lock, and also a clear annual rent of £40; to the owners of Sewardston Mills £45; to the owners of Newman's Weir £19, 5s; to the owners of Parkinson's Weir £16, 15s. 6d.; to the owners of Enfield Mill Stream £40; to the Dean and Chapter of St. Pauls, or their lessee, £25; to Abraham Hume, Esq. £28; to John Archer, Esq. £28; to Sir William Maynard £48, and a wharf to be built for him; all the above sums are annual rents. To Sir William Wake and Peter Floyer, Esq. one penny per ton on all goods, wares and merchandize whatever, conveyed on the said river from above King's Weir to the west tail stream of the Waltham Abbey Powder Mills, in lieu of five shillings toll now taken by them for every vessel passing the lock called Waltham Turnpike.


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The next act obtained was passed in 1779, under the title of 'An Act for preserving the Navigation of the River Lea, in the counties of Hertford, Essex and Middlesex.' This act states that the trustees under the powers of the former enactments, from the amount of the principal money already advanced for the prosecution of the work, and from the sums to be paid yearly as annuities, compensations and other purposes authorized by the acts before granted, cannot liquidate the charges upon them without an advance of the rates to meet the same, they are therefore empowered to demand in future, the following

ADDITIONAL RATES.
Every Load of Wood to be reckoned as Five Tons.

The tolls to be reduced as the annuities fall in, and when the tonnage payable to Sir William Wake and Mr. Floyer shall not amount in any year to £160, the deficiency shall be made up by the trustees; other regulations as to the height of water in Various parts are made by the said act, but as they are not of general importance, it is unnecessary to quote them.

Another act was obtained in 1805, entitled, 'An Act for the better Preservation and further Improvement of the Navigation of the River Lea, in the counties of Hertford, Essex and Middlesex.' This act applies chiefly to the regulations of the depth of water, the prevention of its waste and other particulars of a similar nature. It also enacts that in future no vessel using this navigation, shall carry at any one time more than forty tons of goods, &c.


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Here the Lea River Navigation may be properly said to end, as the branch to join it with the Regent's Canal is known as the Lea Union or Hertford Union Canal, and was constructed by Sir George Duckett; it is, however, so connected with the Lea, that we have thought it needless to give the particulars under a separate head.

The act for forming this union was passed in May, 1824, under the title of 'An Act for making and maintaining a navigable Canal from the River Lea Navigation, in the parish of St. Mary Stratford Bow, in the county of Middlesex, to join the Regent's Canal, at or near a place called Old Ford Lock, in the parish of St. Matthew Bethnal Green, in the said county of Middlesex;' whereby Sir George Duckett, Bart. his heirs and assigns, are empowered to make the communication and all other works connected with it. They have also power to borrow money on the rates, or by mortgaging the canal and works, to the extent of £50,000. They are also authorized to demand the following

TONNAGE RATES AND TOLLS.
Parcels not exceeding Five Hundred Weight, to be charged according to Rates fixed by Order of Justices at the Quarter Sessions.

Wharfs may be erected, and the following demanded as

WHARFAGE RATES.
The water in the summit level of this canal must be 6 inches above the top water mark of the Regent's Canal, and a stop-lock is to be formed within one hundred yards of that canal. The River Lea Company may, if they think fit, place a dam at the mouth of the canal, to prevent any but flood-water being taken from their navigation. The rights of the Commissioners of Sewers and of the East London Water Works Company, are also secured by separate clauses in the act.


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The length of the river navigation, from its commencement to its fall into the Thames, is about twenty-six miles; and the Hertford and Lea Union Canal, from Hertford to the junction with the Stort Navigation, is about five miles; of the Lea Cut or Branch to avoid the circuit of the Isle of Dogs, one mile and a half; and of the cut made by Sir George Duckett, communicating with the Regent's Canal, one mile. The course of this navigation runs southerly from near Hoddesden to the Thames, and divides Essex from the counties of Hertford and Middlesex; the country is very flat, particularly as it approaches the Thames.

To observe that legislative enactments took place for this navigation above four hundred years ago, fully stamps the importance of this water communication, which has afforded a cheap and ready transit for corn, malt, wool and other agricultural produce to the metropolis; and in return, of coal, timber, deals, bricks, paving-stones, groceries, cloth, and various other articles of daily consumption; and by extending the navigation of the River Stort, these benefits are more widely dispersed through the country.

LEEDS AND LIVERPOOL CANAL.
6 Geo. I. C. 28, R. A. 7th April, 1720.

10 Geo. III. C. 114, R. A. 19th May, 1770.

23 Geo. III. C. 47, R. A. 24th June, 1783.

30 Geo. III. C. 65, R. A. 9th June, 1790.

34 Geo. III. C. 94, R. A. 9th May, 1794.

59 Geo. III. C. 105, R. A. 21st June, 1819.

A navigation between the east and west seas, by the Rivers Aire and Ribble, had been deemed practicable by several public spirited gentlemen, residents in the counties of York and Lancaster, who at various times had endeavoured to draw the public attention to the scheme. But while this was in contemplation, the Duke of Bridgewater formed a plan of making a navigable canal from Worsley Mill to Manchester, which was soon afterwards executed with great ability and amazing rapidity.

The Duke's success drew forth the attention of Mr. Longbotham, a native of Halifax, who, after inspecting and examining the works on the Duke's Canal, projected the scheme of making a similar canal from Leeds to Liverpool, and for this purpose he took an actual survey of the country between those two places, laid down a plan and prepared an estimate of the expense, which


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 he produced at sundry meetings of gentlemen and land-owners interested in promoting the scheme. It was unanimously resolved, in order to put it beyond a doubt, whether it was practicable or not, to call Mr. Brindley, to re-survey the line laid down by Mr. Longbotham; and after surveying by himself, and Mr. Whitworth, (who was engaged with him) he reported to two numerous meetings, one held at Bradford on the 5th and the other at Liverpool on the 9th of December, 1768, that it was very practicable, and might be executed for the total sum of £259,777, which he stated in detail. The canal, according to the plan and estimate, was one hundred and eight miles and three quarters in length, 42 feet wide at the top, 27 feet at the bottom, and 5 feet deep.

This canal, as its name implies, proceeds from Leeds to Liverpool, and is the most extensive of any in the kingdom. At that era of canal navigation, when first commenced, it was one of the boldest and most magnificent projects hitherto attempted in Great Britain.

The act of the 10th George III. is entitled, 'An Act for making and maintaining a navigable Cut or Canal from Leeds Bridge, in the county of York, to the North Lady's Walk in Liverpool, in the county palatine of Lancaster, and from thence to the River Mersey.'  In describing the line of this canal, we shall confine ourselves to the course of country through which it has been actually executed; and afterwards mention a few of the places through which it was projected by the original line. Commencing at Leeds Bridge, where the jurisdiction of the Aire and Calder Navigation terminates, and where the two navigations unite, it proceeds twenty-seven chains in the River Aire, to the first lock on the Leeds and Liverpool Canal, where the extensive warehouses, wharfs, basins and docks belonging to this concern are situate; from which circumstance, the lock here may be admitted as the commencement of the canal. From this place its course is north westerly, passing alongside the River Aire by Armley, Kirkstall Bridge, Kirkstall Abbey and Forge, to near New Leeds, whence it makes a detour southerly to Ross Mill; from hence it again takes a north-westerly course, leaving Horsforth on the north and


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 Calverley on the south, to Woodhouse, when bending westerly to Apperley Bridge, it then changes its course to the north, leaving Idle to the south and Esholt Hall to the north; thence proceeding westward by Buck Mill to Shipley, where the Bradford Canal branches off; having obtained a rise, from the surface water in the River Aire, at the tail of the Leeds and Liverpool Canal Lock above Leeds Bridge, of 155 feet 7 inches. From the junction with the Bradford Canal, it proceeds westward to New Mill, at which place it crosses the River Aire by an extensive aqueduct, and runs north-westerly to Bingley, where locking up 88 feet 8 inches, it attains a level that continues above eighteen miles, without another lock.

The Great Lock, as it is commonly called, at Bingley, consisting of five rises in one range of gates and masonry, and which unfortunate arrangement requires five locks full of water to pass one vessel from the lower to the higher level, must always cause a great waste of water, till remedied by dividing the fall or side ponds.

From Bingley Great Lock the canal proceeds in a north-westerly direction, passing Rushforth Hall, Riddlesden, within a mile of Keighley, about the same distance from Steeton, close to Silsden; thence to Kildwick, Snaygill and to Skipton. At this place, which is at an elevation of 272½ feet above tile River Aire at Leeds Bridge, a short branch proceeds from the canal to a lime-stone wharf on the north side of Skipton Castle, which branch belongs to the Earl of Thanet. From Skipton the canal runs north-west by Thorleby and Gargrave, and just above the latter place it again crosses the River Aire by another large aqueduct; it then bends south-westerly, passing Bank Newton, Marton, Gillchurch, Greenberfield and Rainhall Pasture, at which point, another branch of a quarter of a mile runs off southward to a limestone quarry called Rainhall Rock; this branch is upon the summit level of the canal, and at an elevation of 411 feet 4 inches above the River Aire at Leeds, which elevation is attained in a distance (from Leeds Bridge to the summit lock at Greenberfield) of forty-one miles. The canal then proceeds by Barnoldswick and Salterford to Foulridge, where the great tunnel commences, whose height is 18 feet, width 17 feet, and the length one thousand six hundred and forty yards. The surface of the ground on the


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 highest part over the tunnel, is at an elevation of 60 feet above the water in the tunnel. Within a little distance of the tunnel, are two reservoirs, for the supply of the canal, which cover one hundred and four acres of land, and will contain twelve hundred thousand cubic yards of water. From Foulridge the canal proceeds to near Barrowford, where it locks down from the summit 70 feet towards Liverpool; crosses Colne Water by an aqueduct; passes near Carr Hall (a seat of Colonel Clayton's) and Dancer House to the town of Burnley, which it circumscribes on three sides, and at which place an embankment has been carried for one thousand two hundred and fifty-six yards in length, at above 60 feet high, and aqueducts made over the Rivers Brown and Calder, and a road aqueduct under the canal; thence the canal proceeds to near Gannah, where there is another tunnel five hundred and fifty-nine yards in length; thence by Hapton, Altham, Clayton Hall, Henfield, to Church Valley, whence Messrs. Peels' short branch runs to their print works at Church; now crossing the River Henburn by an aqueduct, the main line proceeds past Rushton and White Birch to the town of Blackburn, sweeping on the south side of this town to a place called Grimshaw Park, where by six locks there is a fall of 54 feet 3 inches; thence passing over Derwent Water by an aqueduct, it runs by Livesey Hall, and passing Roddlesworth Water by another aqueduct, proceeds to near Chorley; thence to Cophurst Valley, and here locking down 64 feet 6 inches by seven locks into the head level of the Lancaster Canal, at Johnson's Hillock. At this part of the line there is an interval of eleven miles of the Lancaster Canal upon one level, when the Leeds and Liverpool Canal again commences near Kirklees, at the head of a range of twenty-three locks, which brings the canal down 214 feet 6 inches from the level of the Lancaster Canal to the basin at Wigan. Here it may be observed, that the basin at Wigan is situate upon that part of the canal made under the powers of the River Douglas Navigation Act. From this basin to Newburgh constitutes the Upper Douglas Navigation, a distance of seven miles, in which there is a fall to Newburgh of 30 feet.

In this last-mentioned distance the principal part of the coal carried by the Leeds and Liverpool Canal to Liverpool, is put on board the vessels; as also the coal sent down to the Ribble.


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 at Newburgh and tracing the canal to Liverpool, it has been executed according to the original plan and act. There it has a stretch of twenty-eight miles and a half upon the same level, passing Brier's Mill, Burscough, Scaresbrick, Halsall, Downholland, Lidiate, Mayhull, over the Alt River, Litherland, Bootle, Bankhall, Vauxhall, the Gaol, and to the basin of this canal at the North Lady's Walk in Liverpool, being a distance from Leeds Bridge of one hundred and twenty-seven miles and thirteen chains, and containing a lockage of 844 feet 7½ inches; that is from Leeds to the summit, a rise of 411 feet 4½ inches; and from the summit to the basin at Liverpool a fall of 433 feet 3 inches.

Hence it appears that the basin at Liverpool is 21 feet 10½ inches below the level of the River Aire at Leeds; and the canal basin at Liverpool is 56 feet above low-water-mark in the River Mersey.

At three miles from Newburgh, is the junction of the line of the Lower Douglas Navigation with the Leeds and Liverpool Canal; the Douglas Navigation locks into the tideway at the tail of Tarleton Cut, from whence to the Ribble is two miles and a half, and from the union with the Ribble is six miles and a half to the custom house at Preston.

As the act for making the Douglas Navigation stands in priority of date to that for making the canal from Leeds to Liverpool, we shall here recite it. It was obtained in the 6th George I. and is entitled, 'An Act for making the River Douglas, alias Asland, navigable, from the River Ribble to Wigan, in the county palatine of Lancaster;' wherein it is stated, that the making of this river navigable from the River Ribble to a place called Mirey Lane End, in the township of Wigan, will be very beneficial to trade, advantageous to the poor, and convenient for the carriage of coals, cannel, stone, slate, and other goods and merchandize. The only proprietors were William Squire, Esq. and Thomas Steeres, Gentleman, both of Liverpool, who were by the act nominated and appointed undertakers to make the said River Douglas, alias Asland, navigable; and they and their heirs and assigns have power to charge for goods conveyed thereon, the following tonnage rates.


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390

TONNAGE RATES.
And so in Proportion for a greater or lesser Weight.

But no Rates shall be charged to the Land-owners within Five Miles of the said River, upon Manure for Land only.

The next act respecting the Douglas Navigation is that of the 23rd George III. and is entitled, 'An Act for altering and varying the Powers of an Act, passed in the Sixth Year of the Reign of King George the First, for making the River Douglas, alias Asland, navigable, from the River Ribble, to Wigan, in the county palatine of Lancaster; and for enabling the Company of Proprietors of the Leeds and Liverpool Canal, incorporated by an Act passed in the Tenth Year of his present Majesty's Reign, to purchase the said River Navigation; for amending the said last-mentioned Act; for incorporating and consolidating the said two Navigations; and for other Purposes.' By this act, as its title imports, the Douglas Navigation became incorporated with the Leeds and Liverpool Canal; which company, in January, 1772, purchased twenty-eight shares out of the whole thirty-six shares of the Douglas Navigation, and they now have the power to purchase the remaining eight shares. They had already made the connecting branch with the Leeds and Liverpool Canal, a length of three miles and a half, with 12 feet lockage; but, upon becoming possessed of the remainder of this property, which took place in 1780, they extended the canal, and altogether abandoned the river from Wigan to the low end of Tarleton Cut, which, out of a distance of sixteen miles and three quarters, leaves only two miles and a half of river navigation, and that in the tideway. The Leeds and Liverpool Canal Company had a power to make a call of £14 per share upon their proprietors, for the purpose of purchasing the Douglas Navigation and improving the same. And by the time they had finished all the improvements, it had cost altogether about £74,000.

The length from Wigan to Newburgh (now made the line of the Leeds and Liverpool Canal, as stated before) is seven miles, and has a fall of 30 feet; this part is usually called the Upper Douglas. From Burscough to the Ribble is nine miles and a half, and has a fall of 42 feet; this is called the Lower Douglas Navigation.


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Now recurring back to the Leeds and Liverpool Canal, the first act relating thereto passed in the 10th George III. as stated above, and the number of subscribers when the act was obtained, amounted to five hundred and twenty-nine, (amongst whom appears only one nobleman, the Earl of Thanet) who are incorporated by the name of "The Company of Proprietors of the Canal Navigation from Leeds to Liverpool." Under this act the company were empowered to raise the sum of £260,000, to be divided into two thousand six hundred shares of £100 each, and the said shares to be deemed personal estate; and in case the above sum be found insufficient, the company may raise the additional sum of £60,000 in the same manner. The act authorizes the proprietors to receive five per cent, interest upon the sums advanced during the execution of the canal. Proprietors to have a vote for every share; but not to vote by proxy for more than fifty shares.

The estimate for this canal, as before stated, was made by the celebrated Mr. Brindley, and amounted to only £259,777; but as he could not attend to the execution thereof, it was put under the direction of Mr. Longbotham, who completed in less than seven years, (commencing July, 1770,) that part from Leeds to a place called Holmbridge, near Gargrave, on the Yorkshire side, a distance of thirty-three miles and a half, at a cost of £175,000; and from Liverpool to Newburgh, on the Lancashire side, twenty-eight miles, at an expense of £125,000. The canal was opened for trade from Liverpool to Newburgh in 1775, and from Leeds to Holmbridge on the 4th June, 1777. At that time it appears this company had expended in the works and in purchasing the Douglas Navigation, the whole of the money they had a power to raise; and therefore applied for another act in the 30th year of George III. for authority to raise more money and to vary the line; which act is entitled, 'An Act to enable the Company of Proprietors of the Canal Navigation from Leeds to Liverpool, to vary the Line of the said Canal Navigation; and to raise a further Sum of Money for the Purpose of completing the said Canal Navigation; and for other Purposes.' This act enables the company to vary the original line of canal commencing at a place called Lomishay in the township of Marsden, through the several


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 parishes and places called Marsden, Pendle Forest, Ighten Hill Park, Gawthrop, Padiham, Hapton, Altham, Clayton and Harwood, in the county of Lancaster, to a place called Nut or Banks Wood, there to communicate again, with the original line. Under this act the company were authorized to borrow the further sum of £200,000 on the credit of the said canal and of that of the River Douglas Navigation, by assigning over the tolls, rates or duties; the interest on which to be paid in preference to any dividend.

There yet remained the most difficult and most expensive part of this canal to execute: and after an interval of near thirteen years, the company, on resuming the prosecution of the work, appointed Mr. R. Whitworth their engineer, under whose direction it recommenced at Holmbridge in the year 1790. He re-surveyed the whole line and made an estimate for completing the same amounting to £169,817, 15s. 5d.; he also recommended various improvements, the most important of which was to make a tunnel at the summit level near Foulridge, in lieu of following the original plan, by which a head level of above six miles in length was obtained instead of one mile; he also made this part of the canal 2 feet extra depth, which answers the purpose of a reservoir in dry seasons. The work from Holmbridge to Wanlass Banks, near Barrowford, a distance of fourteen miles, in which are 208 feet of lockage, cost £210,000, including £40,000 the expense of the tunnel at Foulridge.

At this period the trade of Lancashire had become so important as to induce the proprietors of this canal to turn their attention to the accommodation of the established manufactories; for which purpose they abandoned the idea of pursuing their original scheme of connecting the east and west sides of the island by the shortest route, and directed their engineer to take a survey through a new line of country which would embrace both the coal and manufacturing districts.

Hence the company, in 1794, again applied to parliament for power to make the proposed deviation in the line of their canal, and obtained an act, entitled, 'An Act to enable the Company of Proprietors of the Canal Navigation from Leeds to Liverpool, to complete the said Navigation, and to vary the Line thereof, and to raise a further Sum of Money for those Purposes; and to make


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  'a navigable Branch, therein described, from the intended new Line of the said Canal.' The branch above-mentioned was intended to have been cut into Ighten Hill Park, near Burnley, for the purpose of opening a valuable bed of coal; but this has not been done. By this act several land-owners have a power to cut side branches in their own estates, subject to certain restrictions. They have also the power to make railways within one thousand yards of the canal.

The company is authorized to borrow, or raise amongst themselves, or by the admission of new subscribers, the further sum of £280,000, which is to be applied in paying off £101,394, being part of the £200,000 borrowed under the powers of the 39th George III. and in completing and finishing the said canal. They are also restricted by this act from taking more than twenty-six yards in breadth for the canal and towing-path, except in certain cases.

The works were now prosecuted with great vigour, and in May, 1796, the canal was opened for trade from the east end of the Foulridge Tunnel to Burnley, a distance of eight miles, in which space there is a lockage westwards of 70 feet. Again in April, 1801, the canal was opened for trade from Burnley to Henfield Warehouse, a distance of nine miles and thirty-seven chains, and level. In this seventeen miles and a half, from Foulridge to Henfield, is embraced the most expensive, as well as the most difficult work on the whole navigation, having cost no less than £120,000; but this sum includes for extraordinaries £40,000 for the tunnel at Foulridge; £9,000 for reservoirs there; £22,000 for an embankment at Burnley; and £10,000 for another tunnel of five hundred and fifty-nine yards in length, at a place called Ridge near the last-mentioned town.

During the succeeding nine years the execution of the canal proceeded slowly, but in June, 1810, another stretch of eight miles upon the same level, that is, from Henfield to Blackburn, was opened for trade. This last work and the remainder of the canal from Blackburn to Wigan was executed under the direction of Mr. J. Fletcher. And lastly, having completed the remainder of the canal, it was opened for trade in October, 1816, between Blackburn and Wigan, when vessels could then proceed direct from Leeds to Liverpool.


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Here it may be observed, that this company abandoned their own line of canal for the space of eleven miles, and locked down 64 feet 6 inches at Cophurst, into the head level of the Lancaster Canal; consequently, every vessel going through the Leeds and Liverpool Canal, must pass eleven miles along the Lancaster Canal, that is, from Cophurst or Johnson's Hillock to Kirklees. To establish this junction, an agreement between the two companies was entered into, stipulating that such junction should be made, and the same was confirmed by an act obtained by the Lancaster Canal Company in the 59th George III.

This gigantic concern, which was no less than forty-six years in executing, and which has cost £1,200,000, has proved highly beneficial to the country through which it passes, giving facility to the transport of coal, limestone, lime for manure, and all agricultural produce, connecting the trade of Leeds with Liverpool and with Manchester, Wigan, Blackburn, Burnley, Colne, Skipton, Keighley, Bingley and Bradford; and by opening a communication between the eastern and western sides of the island, which in a great measure was the original object of the first promoters, now bids fair to remunerate the proprietors for their risk and patient endurance through a long and difficult struggle, having had to borrow above £400,000, at a time when the public funds were very low.

Although they only applied for tolls to remunerate them upon the original estimate made by Mr. Brindley, those rates have never been increased, and now stand the same as by the first act of 10th George III. which empowered them to take the following

TONNAGE RATES.
All small Rubbish, Waste Stones from Quarries, Gravel and Sand employed for repairing Roads, not being Turnpike, if not carried more than Five Miles; also all Dung, Soil, Marl, Ashes of Coal and Turf for the Improvement of Lands belonging to Persons through whose Lands the Canal passes, but not to pass any Lock unless the Water flows over the Gauge, Paddle, or Niche of such Lock, are exempt from Toll.


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Fifty Feet of Round, or Forty Feet of Square Oak, Ash or Elm Timber, or Fifty Feet of Fir or Deal, Balk, Poplar and other Timber Wood, to be deemed One Ton Weight; and the Ton of Coals and Lime-stone to be Twenty-two Hundreds of One Hundred and Twelve Pounds each.

Lords of manors or land-owners have a power to erect wharfs, warehouses, &c. upon their lands; and if such lords of manors or owners of land shall not do so within twelve months after notice given them by the company, then the company may erect the same.

WHARFAGE RATES.
No Charge whatever if the Articles do not lie longer than Six Hours.

Fractions of a Mile to be reckoned as a Mile. Fractions of a Ton as the Quarters of a Ton, and of a Quarter as a Quarter.

Every Vessel passing the Leeds Lock, to pay the Tonnage of Eight Miles.

When the Canal shall communicate with the Douglas Navigation at or near the Warehouses in Wigan, the Coals, Stones, Timber, Goods, Wares and Merchandize passing upon any Part of it, shall be charged no more than if the same had been carried the like Distance on the Leeds and Liverpool Canal.

The Leeds and Liverpool Canal Company having finished their main line of navigation in the year 1816, they now turned their attention to forming a communication with the town of Manchester, a subject which had engaged their consideration prior to the death of the late Duke of Bridgewater; and for this purpose they again applied to parliament and obtained an act, entitled, 'An Act to enable the Company of Proprietors of the Canal Navigation from Leeds to Liverpool, to make a navigable Cut, and also a collateral Branch or Railway, from their said Canal at Hennis Bridge near Wigan, to join the Duke of Bridgewater's Canal at Leigh, all in the county palatine of Lancaster, and to amend the several Acts relating to the said Leeds and Liverpool Canal, so far as relates to certain Powers, therein given to the late Duke of Bridgewater.' This branch proceeds from the main line of the Leeds and Liverpool Canal, at a point half a mile from the basin at Wigan, southward to Brin Moss, then easterly, passing between Platt Bridge and Bamferlong Hall, intersecting Hindley Brook, and passing Strangwood, West Leigh House, and terminates in that part of the Duke of Bridgewater's Canal which extends from