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1832.] of V. D. Land, except the pines, generally sink; in some parts of the Colony it is called Black-wood, on account of its dark colour. Other timber trees are known here by the names of Pink-wood, Carpodontos lucida, Hard-wood, a species of Olea, Sasafras, Athosperma moschata, Stinkwood, Zieria arborescens, &c. Forest Tea Tree, a species of Leptospermum, is valued for fuel; some crooked portions of its trunk are finely veined, and well adapted for fancy-work. The black substance forming part of the stems of tree ferns, is used for reeding, in inlaying, for which purpose it is superior to Ebony. Respectable hats have been manufactured from the shavings of some species of Acacia, as well as from broad leaved sedges, Lepidosperma gladiata; the leaves being first boiled and bleached.

Notwithstanding the fine scenery of Macquarie Harbour, it was a gloomy place in the eyes of a prisoner, from the privations he suffered there, in being shut out from the rest of the world, and restricted to a limited quantity of food, which did not include fresh meat; from being kept under a military guard; from the hardship he endured, in toiling almost constantly in the wet, at felling timber and rolling it to the water, and from other severe labour, without wages, as well as from the liability to be flogged or subjected to solitary confinement, for small offences.

Out of 85 deaths that occurred here in eleven years, commencing with 1822, only 35 were from natural causes; of the remainder, 27 were drowned, 8 killed accidentally, chiefly by the falling of trees, 3 were shot by the military, and 12 murdered by their comrades. There is reason to believe that some of these murders were committed for the purpose of obtaining for the murderers, and those who might be called upon as witnesses on their trials, a removal from this place, though at the ultimate cost of the life of the murderers, and without a prospect of liberation on the part of the others! Some of the prisoners who returned hither with us in the Tamar, had been witnesses in such a case; but they had had the privilege of the change, for a time, to the penitentiary at Hobart Town! These circumstances, with the fact, that within the eleven years, 112 prisoners had eloped from


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50 this settlement, proved also that its privations were felt to be very great.

Escape from Macquarie Harbour was well known to be a difficult and very hazardous undertaking, and very few who attempted it, reached the settled parts of the Colony. Out of the 112 who eloped, 62 were supposed to have perished in the bush, and 9 were murdered by their comrades on the journey, for a supply of food. For this purpose, the party proposing to attempt traversing the formidable forest, selected a weak minded man, and persuaded him to accompany them; and when the slender stock of provisions which they had contrived to save from their scanty rations, was exhausted, they laid violent hands on their victim. One party when lately apprehended near the settled districts, had in their possession, along with the flesh of a Kangaroo, a portion of that of one of their comrades! An appalling evidence of how easily man, in a depraved state, may descend even to cannibalism.

Of the small number who reached the settled part of the country, some were immediately apprehended; a few became formidable marauders, and were ultimately shot or executed; others escaped to New South Wales, but continuing their evil practices, were transported to Norfolk Island; and of the remainder, who were an inconsiderable number, the circumstances remain doubtful.

In the earlier days of this settlement flagellation was the chief punishment, and the reformation of the prisoners seemed hopeless. There is ground to believe the example of some of those under whose charge they were placed was at that period also of a deteriorating character. The first missionary sent here found a chief officer living in open profligacy, and saw so little prospect, under such circumstances, of being able to do any good among the prisoners, that he returned by the same vessel to Hobart Town.

Of latter time the administration of corporal punishment was much diminished, and that of solitary confinement increased, with evident advantage. Major Baylee also expostulated with the parties, and convinced them that he would not administer punishment without cause: this greatly

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Rh slightly convex water-lines; the Flying Cloud and Staffordshire 30 inches with concave water-lines and shorter but sharper ends. The Sovereign of the Seas had the longest and sharpest ends of any vessel then built, and combined the grace and beauty of the smaller ships with immense strength and power to carry sail.

She had a crew of 105 men and boys, consisting of 4 mates, 2 boatswains, 2 carpenters, 2 sailmakers, 3 stewards, 2 cooks, 80 able seamen, and 10 boys before the mast. She was commanded by Captain Lauchlan McKay, who was born at Shelburne, Nova Scotia, in 1811, being one year younger than his brother Donald. Like him, he went to New York, served an apprenticeship there with Isaac Webb, and after becoming a master shipwright, was appointed carpenter of the U. S. frigate Constellation, in which he served four years. Admiral Farragut was a young lieutenant on board this ship at the same time. In 1839 Captain McKay published a work on naval architecture, and soon after, in company with his brother Hugh, opened a shipyard at Boston. Here they did repairing, and in 1846 built the bark Odd Fellow, in which Lauchlan sailed as captain. In 1848 he commanded the ship Jenny Lind, and made some excellent passages in her. When he took command of the Sovereign of the Seas, Captain McKay was in his forty-first year, and of gigantic build and strength.

The Sovereign of the Seas sailed from New York for San Francisco, August 4, 1852, a poor season of the year for a rapid run to the equator, but she crossed 25 days out from Sandy Hook, making a

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218 run which had never been bettered in the month of August, and only twice equalled—once by the Raven from Boston in 1851 and once by the Hurricane from New York in 1853. She was 23 days from the equator to 50° S., and 9 days from 50° S. in the Atlantic to the same parallel in the Pacific. After rounding Cape Horn, she carried away her fore- and maintopmasts and foreyard, and it required fourteen days to rerig her, during which time she was kept on her course, and made the run from 50° S. to the equator in the remarkable time, considering her disabled condition, of 29 days. She went thence to San Francisco in 17 days, which is the record for the month of November, and her total run from New York to San Francisco was 103 days.

Had the Sovereign of the Seas not been dismasted, it is reasonable to suppose that she would have equalled the fastest run from 50° S. to the equator in the month of October, which is 19 days, made by the Ocean Telegraph in 1855. This would have reduced her passage to 93 days; still, as it stands, her passage of 103 days has never been equalled by a vessel sailing from New York for San Francisco in the month of August. Captain McKay received much credit for rerigging his ship at sea and not putting into Valparaiso, and was presented with a very beautiful silver dinner service by the New York Board of Marine Underwriters.

This was the only passage made by the Sovereign of the Seas between New York and San Francisco. She carried on this voyage 2950 tons of cargo, and her freight amounted to $84,000; a portion of the

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1832.] increased his influence, and obtained for him such respect and esteem, that he could go about the settlement, unattended, with perfect confidence.

The following abstract exhibits the average of the returns of punishment for 1826, 7 and 8, and for 1829, 30, and 31.

The removal of a few prisoners from Macquarie Harbour, on account of good conduct, before the expiration of their sentence, had a decidedly good effect upon the others; and the labours of William Schofield, the first missionary who became resident there, were, through the divine blessing, crowned with encouraging success. He found a difficulty in prevailing upon the men to cherish hope; but when this was once effected, they began to lay hold of the offers of mercy through a crucified Redeemer, and some remarkable instances of change of character ensued. On conversing with some of the reformed prisoners, they said, that the change of heart they had undergone had altered the face of the settlement in their eyes: it had ceased to wear the gloom by which it was formerly overcast. Two, to whom it had been so irksome as to tempt them to run away, said, they were now well satisfied, and thankful they had been sent there. Others who had been placed in the less laborious part of the establishment, because of good conduct, were, at their own request, allowed to return to their old employments, which they preferred on account of being less exposed to temptation; saying, they were less afraid of labour than of sin.

A man who lost his arm some time ago, was awakened to a sense of his sinful condition, whilst in imminent danger from this accident. He said the the Lord found him when he sought Him not, yet so strongly did he feel his own desperate wickedness, that he could entertain no hope, until he was


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Rh cargo, consisting of flour, sold in San Francisco at $44 per barrel.

She cleared from San Francisco in ballast for Honolulu, and there loaded a cargo, or rather several cargoes, of sperm oil which had been landed by American whale-ships in the Pacific, and sailed for New York, February 13, 1853. She had light and variable winds to the equator, her day's runs ranging from 89 to 302 miles, and she made this stretch from Honolulu in 8 days. On February 27th, she was off the Navigator or Samoan Islands, and one cannot help thinking of the delight it would have given Robert Louis Stevenson if he could have looked upon this giant clipper flying southward under her white cloud of canvas, and with what magic words he would have made her name immortal.

On March 4th, the Sovereign of the Seas sprung her foretopmast, and although it was fished on the 6th, it was a source of anxiety for the remainder of the passage, and Captain McKay, mindful of his recent experience in these seas, carried sail with a considerable caution. Nothing of special interest occurred until March 15th, when the first strong westerly gales were felt, and a series of remarkable day's runs was begun. Up to noon on March 16th, she had sailed from her position at noon the day before, 396 miles; on the 17th, 311 miles; on the 18th, 411 miles, and on the 19th, 360 miles, a total of 1478 miles in four days. During these four days, she made 34° 43' of longitude eastward, which with the difference in time gives an average of 15½ knots, or an average of a fraction over 378 miles

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52 reminded of the mercy extended to Manasseh, Mary Magdalene, and others of similar character. He told me he had been guilty of housebreaking, and many other crimes, for which he said he had been three times sentenced to this settlement; he said also that the gallows was no terror to him, and that he was so hardened, that he did whatsoever he wished, in defiance of the laws of God and man, till the Lord visited him, and brought him low. He afterwards ranked amongst those, who having been forgiven much, love much. The alteration in his conduct was noticed by all around him: the Commandant said his very voice was changed; formerly it was ferocious, now it was mild; formerly he was contentious and addicted to fighting, now he was gentle and peaceable; formerly he was so given to swearing, and the habit of it had such power over him, that, after he had turned to the Lord, if any thing irritated him, he had to lay his hand upon his mouth that he might not swear; now he was to be found warning others against this sin.

The men who had turned from their evil ways, were allowed to sit in a room used for an adult-school, in order that they might not be disturbed in reading and meditation, by those who still remained in folly, and would be disposed to deride them; and this man, on account of his infirmity, was allowed likewise to retire alone to one of the caves in the base of the island, to meditate and pray. Though he had lost an arm, he was not idle, but employed himself in carrying wood for fuel, after it was landed from the boat. I invited him to show me his cave; he readily consented, and led me down a steep and slippery path at the back of the island. The cave was damp on one side, and had a honeycomb-like incrustation upon it: its sloping roof was dry, a few old palings formed its loose floor, and a cold wind blew through it from a small opening at its farther extremity. I could not stand upright in it, but entered by stooping; he followed, and we sat down upon its floor, and conversed for a while on the mercy of God to sinners, in sending his Son into the world to save them, and in calling them by his Spirit to come unto Him.

This cold and forlorn place was much prized by its


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1832.] occupant, in it, (to use his own words,) he contrasted his privilege, in being allowed to meditate in quiet, and to wait for the Spirit's influence, with the privations of those who in former ages wandered in sheepskins and goatskins, in deserts and mountains, and in dens and caves of the earth, being destitute, afflicted, tormented. Before quitting the place we kneeled before the Lord, and I prayed for this "brand plucked out of the burning," as well as for myself. When I ceased, he prolonged the voice of supplication, ascribing glory, honour, and praise to Him that liveth for ever and ever, who in the riches of his mercy had called him out of darkness into his marvellous light, and translated him from the kingdom of Satan, into the kingdom of his own dear Son. In the course of conversation, this monument of divine goodness, desired that I would tell audacious sinners of the mercy that God had shown to him; and assure them that he found such comfort and pleasure in righteousness, as he never could have thought of whilst he remained in sin. When he became awakened he found himself in ignorance also, and since that time he had learned to read.

But though a few were to be found at this settlement who had turned to the Lord, and were bringing forth fruits meet for repentance, and most conducted themselves pretty well under the discipline exercised over them, there was still great depravity existing: many were so far under the dominion of the devil, as to be led captive by him at his will. The effect of the corruption of human nature, increased by indulgence in sin, produced a description of character liable to fall into temptation whenever it came in the way, and far from being always restrained by the fear of punishment.

The number of prisoners at the settlement at the time of our visit, including the out-gangs, was 177; formerly it was about 300. Many of them were employed on Sarahs Island, in ship-building, and others at out-stations, chiefly as a wood-cutting gang at Philips Creek, where they were superintended by a constable, and lodged in huts of the humblest construction; but these, being furnished with good fires, were not very uncomfortable, particularly when the


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Until the expenses of this act was paid, the extra toll of two shillings and sixpence, for each loaded vessel, was paid at Tewkesbury, Pershore, Eveshain, or Stratford, or such other place as the vessel passed through.

This valuable property belonged, originally, to George Perrott, Esq. but it was placed in the hands of trustees, under powers of an act, entitled, '' 'An Act for vesting the Navigation of the River Avon, in the counties of Warwick, Worcester, and Gloucester, &c. and certain other Estates, late the Property of George Perrott, Esq. in Trustees, &c.''' but the tolls and duties remain, as settled by the act of the 24th George II.

This river is of infinite advantage to the towns of Pershore, Evesham, and Stratford, and the country adjacent, supplying them with coal and merchandize, and serving to export their surplus agricultural produce.

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AVON AND FROME RIVERS.
}}
 * 11 & 12 Wil. III. C. 23, R. A. 11th May, 1700.
 * 22 Geo. II. C. 20,11. A. 26th May, 1749.
 * 43 Geo. III. C. 140, R. A. l1th August, 1803.
 * 46 Geo. III. C. — R. A. 23rd May, 1806.
 * 47 Geo. III. C. 33, R. A. 1st August, 1807.
 * 48 Geo. III. C. 3,11. A. 21st Mar. 1808.
 * 49 Geo. III C. 17, R A. 28th April, 1809.

Though the first act relating to the navigation of these rivers occurs in the reign of William the Third, and is entitled,  'An Act for the better preserving the Navigation of the Rivers Avon and Frome, and for cleansing, paving and enlightening the Streets of the city of Bristol,'  yet for several hundred years previous, this river, from the western end of the Avon River Navigation, at Hanham Mills, to the River Severn, King Road, has been, by ancient charters and grants from the crown, in the possession of the mayor, burgesses and commonalty of the city of Bristol, as Conservators thereof, and they have, from time immemorial,


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54 inmates whitewashed them, and kept them clean. On conversing with the men of this gang respecting the hope of remission of sentence on good conduct, one man, with tears in his eyes, said, he had been there 10 years: he seemed cast down almost below hope. We assured them of the pleasure it gave the Lieutenant Governor, to remit their sentence, when they gained a character to warrant his doing so, and encouraged them to seek for a change of heart, by repentance toward God, and faith toward our Lord Jesus Christ, as a foundation for such a character. On being asked, one man said, that their ration of provision was not sufficient for them at such hard work; and though their general appearance was healthy, yet when they were engaged in heaving timber, and rolling it down to the water, and other fatiguing labour, it might often fail in appeasing the cravings of exhausted nature.

The timber they cut was chiefly Huon Pine. No beasts of burden were allowed at Macquarie Harbour. In order to get the felled timber to the water, a way had to be cleared, and to be formed with logs and branches; over this, straight trunks of trees were laid in the manner of the slips or skids, used in launching ships. Upon these the timber was rolled by the prisoners, sometimes to a great distance. These roads were termed Pine-roads.—If any of the men proved unruly at the out-stations, the constable lit a fire, the smoke of which was observed by the sentinel at the settlement, from whence assistance was promptly sent. Except sometimes as a punishment, the men were not in irons, for if they had been, they could not have performed their work. The boat which put us ashore at Philips Creek, was ordered to push off as soon as it had landed us, and to remain off until we were ready to return, lest any of the prisoners should seize it, and attempt their escape; circumstances of this sort having occurred. At a short distance from Philips Creek, is Philips Island, the soil of which is peaty loam: it had for some years been cultivated with potatoes. Here seven men were employed under a constable. The constable being a prisoner, who had conducted himself so as to gain confidence. A steep path led from the shore, and passing the huts, extended


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42 received rates for wharfage, anchorage, moorage, &c. but as these have been but indifferently defined, several acts of parliament have been obtained for the determining the same, and for other purposes set forth in the respective titles, which will be briefly noticed in their place. The course of that part of the Avon under the jurisdiction of the corporation of Bristol, commencing at Hanham Mills, is in a westerly direction by Crew's Hole, thence skirting the south side of the city of Bristol, through the parish of Bedminster to Redcliffe; thence by Roundham Lodge and Abbots Leigh Park, to the River Severn at King Road. From Hanham Mills to King Road, is in length fifteen miles and a half. Its course formerly lay through the heart of the city, but a new channel for the river has been cut on the south side of Bristol, two miles in length, while the ancient course has been converted into an excellent floating-dock and harbour, which is productive of immense advantages to the commercial population of this enterprizing city.

The River Frome is but a small stream, which rising near the town of Wickwar, in Gloucestershire, passes Iron Acton, and, in its course by Stoke Gifford House, supplies a number of mills and manufactories. It enters on the north side of Bristol, and passing through the centre of the city, falls into the floating-dock, or ancient course of the Avon. The last half mile of its course is used as a dock and harbour, (no other portion being navigable,) and as it is in the very heart of the city, its value may be easily appreciated.

In the year 1749, the corporation obtained an act, entitled,  'An Act for making more effectual an Act passed in the Eleventh and Twelfth Years of the Reign of his late Majesty King William the Third, for the better preserving the Navigation of the Rivers Avon and Frome, &c.;'  but we forbear to enlarge upon the provisions of this act, as the rates of wharfage, anchorage, &c. were not finally ascertained and settled until 1807, when parliamentary sanction was given to an act, entitled,  'An Act for ascertaining and establishing the Rates of Wharfage, Cannage, Plankage, Anchorage and Moorage, to be received at the lawful Quays in the Port of Bristol; for the regulation of the Cranekeepers in the said Port; and for the better regulation of Pilots and Pilotage of Vessels navigating the Bristol Channel.'


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Under this act the powers granted to the mayor, burgesses and commonalty, by charter, grants from the crown and preceding acts of parliament, are set forth; in which it appears they have jurisdiction down the Severn and Bristol Channel, to the two small islands called the Stipe Holmes and the Flat Holmes, distant from the mouth of the Avon about twenty-three miles; and that they and their lessees are also possessed of all the lawful wharfs and quays in the city and port of Bristol.

RATES OF ANCHORAGE AND MOORAGE.
The rates of wharfage, cannage and plankage, are fixed and very particularly enumerated in the first schedule of this act, but as they are arranged under upwards of four hundred heads, our limits will not permit us to do more than refer our readers to the act. Also by the act separate rates are fixed for the landing or shipping, and landing and weighing of goods, wares and merchandize, which are particularly set forth in the second schedule of this act, to which we likewise refer the reader; but the charges in the latter schedule are subject to the control of the magistrates assembled in quarter sessions, who can reduce the rates.

By an act of the 43rd George III. entitled,  'An Act for improving and rendering more commodious the Port and Harbour of Bristol,'  the mayor, burgesses and commonalty of the city of Bristol, and their successors; the master, wardens and commonalty of merchant venturers of the said city, and their successors, and several other persons were incorporated by the name and style of "The Bristol Dock Company," and were empowered to raise among themselves £250,000, in shares of £100 each; and a further sum of £50,000 to be borrowed on the credit of the rates and duties, for the purpose of improving the docks and harbour of Bristol, and for making a canal or entrance-basin in Rownham Mead, to the extent of six acres, with other works therein specified.


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44 But in the preamble of an act which the company obtained in 1806, entitled,  'An Act to alter and amend an Act passed in the Forty-third Year of his present Majesty, entitled, An Act for improving and rendering more commodious the Port and Harbour of Bristol, and for extending the Powers and Provisions of the said Act,'  it appears that of the £250,000 authorized to be raised among themselves, they only obtained £235,000, and were wholly unable to obtain any part of the £50,000 which they were authorized to borrow on mortgage. This act, therefore, gives power to the directors nominated for managing the affairs of the Bristol Dock Company, or any five of them, to make a call of £35 per cent. on original shares, (which would increase the capital to £317,250,) to enable them to carry into execution the works recited in the act of 43rd George III. with the alterations and improvements authorized to be made by the last recited act.

The works authorized to be done under the act of 46th George III. consist chiefly of a solid dam across the River Avon, at the Red Cliff, and another between the present course of the Avon, (now the floating-dock,) and the new intended course of the said river; also another dam over the Avon at Totterdown, and for making the westwardmost locks in the Rownham Mead Basin 33 feet wide, instead of 45 and 33 feet.

The power in the act of 43rd Geo. III. to borrow £50,000 on mortgage, is repealed by the above recited act. Persons holding ten shares in this undertaking, are qualified to serve as directors.

Two other acts have been obtained by the Bristol Dock Company, one in the 48th George III. entitled,  'An Act for completing the Improvements of the Port of Bristol;'  and another in the following year, entitled,  'An Act to enable the Bristol Dock Company to borrow a further Sum of Money for completing the Improvements of the Port and Harbour of Bristol;'  but as they refer to matters which are not strictly within the limits of this work, we refrain from quoting the provisions of the same.

The River Avon, by reason of the gradual contraction of the channel of the Severn, is subject to very high and rapid tides, and particularly so when the wind is from the west, or a point or two to time south. At the mouth of the Avon, where the Severn is six miles wide, the usual spring tide is 40 feet; but in November,


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Rh 1813, the spring tide there was ascertained by Captain Andrew Livingstone, of Glasgow, to be full 50 feet perpendicular rise. At Chepstow, situate upon the mouth of the River Wye, (where the channel of the Severn is little more than two miles wide,) the vertical rise of time spring tide is often 60 feet.

As the River Avon is the first link of one of the chains of the present inland communication between the ports of Bristol and London, this circumstance alone gives to it an importance that in former times it had no claim to; and if ever the scheme, which is now in agitation, for making a canal between these two important places, capable of admitting ships of upwards of four hundred tons burthen, (the estimated expense of which is eight millions,) be carried into execution, this river will doubtless form an interesting portion of such a navigation.

The celebrated Smeaton reported on the proposed floating harbour, docks, &c. so long ago as the year 1765; but William Jessop, Esq. was the engineer who carried into execution the works required under the authority of the last act of parliament.

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AVON RIVER.
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 * 10 Anne, Cap. 8, Royal Assent 22nd May, 1712.
 * 47 George III Cap. 129, Royal Assent 14th August, 1807.
 * 51 George III Cap. 167, Royal Assent 15th June, 1811.

THIS is a continuation of the same River Avon as mentioned above; but was made navigable to Bath, by different parties, and under separate authorities. The source of the River Avon is at a short distance west of Badminton Park, the seat of the Duke of Beaufort, in the county of Gloucester, and after meandering through these beautiful grounds, enters Wiltshire, taking a northerly direction close to the town of Malmsbury, and thence westward to Dauntsey, a seat of the late Earl of Peterborough, where, changing for the south, it passes Christian Malford, winding to within a little distance of Bowood, the seat of the Marquis of Lansdowne; thence to the town of Chippenham, to which place, a branch of the Wilts and Berks Canal is carried. In its course it runs by Lackham House, and Laycock Abbey, to the west of the town of Melksham; thence to the town of Bradford, a little below which,


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46 at Avon Cliff Aqueduct, it is crossed by the Kennet and Avon Canal; and again, a mile north-west of Monckton Combe, by another aqueduct, called Dundas Aqueduct; from whence, it takes a circuitous route to Bath, at which place it becomes navigable, and continues so through Bristol, to the Severn. The Kennet and Avon Canal locks into the River Avon, at Bath, and the proprietors, under the above acts, have jurisdiction only from the city of Bath to Hanham Mills, the length being eleven miles, with a fall of 30 feet, by six locks.

The river, from Bath, to the tideway at Hanham Mills, was made navigable by certain commissioners, who were appointed by the mayor, aldermen, and common council of the city of Bath, under powers granted them by an act of the 10th of Anne, entitled,  'An Act for making the River Avon, in the counties of Somerset and Gloucester, navigable, from the city of Bath, to or near Hanham Mills.'  The commissioners were thirty-three in number, and amongst them were his Grace the Duke of Beaufort, the Marquis of Worcester, Timothy Goodwin, Bishop of Kilmore and Ardaugh, and Lord Noel. The deed of appointment bears date the 11th of March, 1724.

Until 1813, the barges were towed on this navigation, by men only, in consequence of having neglected, in the act of Anne, to secure a horse towing-path along the banks. The proprietors, (entitled, "The Proprietors of the Tolls arising from the Navigation of the River Avon,") consisting of the Company of Proprietors of the Kennet and Avon Canal Navigation, Sir C. Willoughby, Bart. and ten other persons, found it desirable that such powers should be obtained; they, therefore, applied to parliament, in 1807, and obtained an act, which is entitled,  'An Act for enabling the Proprietors of the Navigation of the River Avon, in the counties of Somerset and Gloucester, from the city of Bath, to or near Hanham Mills, to make and maintain a Horse Towing-Path, for the Purpose of towing and haling, with Horses or otherwise, Boats, Lighters, or other Vessels, up and down the said River.'  Under this act, ten commissioners were added to those appointed under the former act, but the tolls remain unaltered.

Four years after this act of the legislature, (in 1811) a company, consisting of two hundred and eighty-three persons, many


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Rh of whom were proprietors of the Kennet and Avon Canal, obtained an act, for making a canal between the cities of Bath and Bristol, which was entitled, ' An Act for making a navigable Canal between the cities of Bath and Bristol; and also for supplying with Water the Inhabitants of the city of Bristol and its neighbourhood.'

This canal was to commence at the end of the Kennet and Avon Canal, at Bath, and to run parallel with the River Avon, on its southern bank, to the town of Keynshamn, where the line crosses to the opposite bank; thence, running parallel to Crew's Hole, it leaves the river, and crosses the upper end of Pyle Marsh to Old Market Street, in the city of Bristol, and from whence there was to be a short cut, locking down into the Bristol Dock, or Floating Harbour. The length would be about thirteen miles.

The company were incorporated by the name of "The Company of Proprietors of the Bath and Bristol Canal, and Bristol Water Works," and empowered to raise, among themselves, £500,000, to be divided into five thousand shares of £100 each, with further power to contribute, among themselves, £150,000, or to borrow the same sum by mortgage of the tolls.

The estimate for the canal and water works, which was made by John Rennie, Esq. F.R.S. amounted to £453,530, of which, £343,030 related to the canal; and it appears that £365,400 was subscribed before going to parliament.

As no portion of this canal has been executed, nor is ever likely to be, under the powers granted by the above recited act, it is unnecessary to introduce the rates that were allowed by the same. The Kennet and Avon Canal Company acted judiciously in purchasing the principal part of the shares in the River Avon; for by obtaining the management of the river, they have been enabled to secure a better navigation to the public, and to themselves ample remuneration. The parliamentary rates are as follows.

TONNAGE RATES.
The Rates allowed by the Act, 10th Anne, are Five Shillings per Ton, on all Kinds of lading, for the whole Distance, and for every Passenger, for the whole Distance, Sixpence; but the Company have considerably reduced the Rates, which vary according to the Articles of lading.


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 £18,425, empowered to borrow any sum not exceeding £10,000, on assignment of the property of the said undertaking, and of the rates authorized to be collected, repayable with interest.

TONNAGE RATES.
The period allowed by the act for the execution of this railway is five years; after that time the power to cease, excepting on that part of the railway which may have been completed. Abundance of coal and ironstone are worked in the immediate neighbourhood of this railroad, by which, by the Monkland Canal, and the Garnkirk and Glasgow Railroad, ready communications are opened with the populous city of Glasgow, which is at the distance of only fifteen miles.

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BARNSLEY CANAL.
}}
 * 33 George III. Cap. 110, Royal Assent 3rd June, 1793.
 * 46 George III. Cap. 13, Royal Assent 28th March, 1808.

This canal commences from the River Calder (the Aire and Calder Navigation) three quarters of a mile below Wakefield Bridge, and about three-eighths of a mile below the junction of the Calder and Hebble Navigation, at Fall Ing Lock, with the above-mentioned navigation; from thence, proceeding in a southerly direction, it passes Walton Hall, the seat of the ancient family of the Watertons, to which place there is a rise, from the Calder, of 117 feet, by fifteen locks, in the distance of two miles and three quarters. From Walton Hall the canal is level through Haw Park Wood, where there is a feeder, communicating with Hiendley Reservoir, which reservoir was made expressly for the purpose of supplying this canal. This is situate half-a-mile to the eastward, and originally occupied eighty acres, but the head of the reservoir has since been raised 4 feet, and it now covers a surface of one hundred and twenty-seven acres, the greatest depth being 40 feet. A powerful engine is erected here for the purpose of lifting water


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Rh from the canal into the reservoir, when the long level is full, being the principal means of supplying the reservoir with water; and in droughty seasons it is readmitted by means of sluices. From Haw Park Wood, the canal continues its course, on a level, by Roystone, Carlton, and Burton, near which latter place, it crosses the River Dearne by an aqueduct of stone, of five arches, of 30 feet span each; at the south side of which, and at a distance of ten miles from its commencement at the Calder, it forms a junction with the Dearne and Dove Canal. From the aqueduct, the canal takes a westwardly course, on the same level, parallel with the Dearne, crossing the London Road within half-a-mile of the town of Barnsley; from thence, by Gawber Hall Collieries, to near Barugh Mill, where the long level of the canal terminates, having extended eleven miles. From this place, to the end of the canal at Barnby Basin, there is a rise of 40 feet, by five locks; the water, for the supply of which lockage, is, in a time of scarcity, lifted by a steam engine, from the long level, to which place there is a drift, nearly a quarter of a mile in length, but this is only used when the stream supplying Barugh Mill is very low. The length of the canal is fiteen miles and an eighth, and the act for making it was passed in the 33rd George III, and entitled,  'An Act for making and maintaining a navigable Canal, from the River Calder, in the township of Warmfield-cum-Heath, to or near the town of Barnsley; and from thence to Barnby Bridge, in the township of Cawthorne, in the West Riding of the county of York; and certain Railways and other Roads to communicate therewith.'

The subscribers to this work were incorporated by the name of "The Company of Proprietors of the Barnsley Canal Navigation," and consisted of one hundred and thirteen persons, among whom were the Duke of Leeds, Lord Hawke, the Countess Dowager of Bute, the Earl of Wigtoun, seven baronets, and almost all the landholders in its immediate vicinity.

They were empowered to raise among themselves £72,000, in seven hundred and twenty shares of £100 each, with power to raise a further sum, not exceeding £20,000, either among themselves or by mortgage of the rates.

In this act, permission is given to the Calder and Hebble Navigation Company, and Thomas Richard Beaumont, Esq. to make a


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Rh navigable communication between the Calder, at Horbury Pasture, and the Barnsley Canal, at Barugh Mill, the length of which would be six miles, and the estimate, amounting to £72,115, was made by the late Mr. Jessop, Mr. Elias Wright, and Mr. Gott, the engineers employed on the Barnsley Canal; but no part of this canal has ever been executed.

THE RATES OF TONNAGE ALLOWED UNDER THIS ACT.
The only railway belonging to this company, made under the authority of the before-mentioned act, is from Barnby Basin to Norcroft Bridge, near the Silkstone Collieries, and is one mile and a quarter in length.

TONNAGE RATES ON THE RAILWAY.
From the preamble of a second act, passed in the 48th George III. and entitled,  'An Act for amending and enlarging the Powers of an Act of his present Majesty, for making and maintaining the Barnsley Canal Navigation, and certain Railways and other Roads to communicate therewith; and for increasing the Rates, Tolls, and Duties, thereby granted,'  it appears that the company had expended the sum of £97,000, authorized to be raised under the preceding act, in the canal alone, and had incurred sundry debts; they, therefore, obtained power to raise the further sum of £43,200, by a call of £60 on every shareholder of £100 each,


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Rh and they were further empowered to raise £10,000 on mortgage, if the former sum should not be sufficient. By this act the rates of tonnage are increased one half, excepting on that part of the navigation extending from the junction with the Dearne and Dove Canal at the aqueduct, to Barnby Basin, for vessels which come out of, or enter, the Dearne and Dove Canal, or on the railways connected, or that may be connected with this portion of the Barnsley Canal. An exception to the additional charge is also made on all flag, paving-stone, lime-stone, or lime, navigating on this part of the canal, which shall previously have been navigated on the Dearne and Dove Canal.

This canal was projected principally with the view of opening the very valuable and extensive coal fields in the neighbourhood of Barnsley and Silkstone, and its execution has had the effect of introducing the coal, worked in the latter place, into the London Market, where it holds a distinguished place among the Yorkshire Coals. The making of this canal has also been of incalculable advantage to the agriculturists in its vicinity, by the facility it gives to the introduction of Knottingley Lime; but it has been more particularly experienced by those who are employed in bringing into cultivation the vast tracts of moor land lying to the north and west of its termination at Barnby Basin. The depth of this canal is 5 feet, the width of the locks 15 feet, and the length 66 feet.

When the second act was obtained, authorizing the advance of £60 for every £100 share, it was deemed so unpropitious as to induce a many original subscribers to dispose of their shares, at the rate of £5 each, after having advanced the whole amount authorized to be raised by the first act, and these shares are now (1829) valued at £325 per share.

The canal was opened on the 8th of June, 1799, but the railroad to Silkstone was not commenced until after the passing of the act of 48th George III.

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BASINGSTOKE CANAL.
}}

 * 18 George III. Cap. 75, Royal Assent 15th May, 1778.
 * 33 George III. Cap. 16, Royal Assent 28th March, 1793.

canal commences from the navigable River Wey, one mile and three quarters south from the village of Weybridge, and


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56 about three miles from its junction with the River Thames. Its course from hence is south-west, passing Horsell, and Pirbright, to Frimley Wharf, whence it takes a southerly course to near the village of Ash, where it crosses the little River Blackwater, and enters the county of Southampton. To this point of the canal it is fifteen miles, and there is a rise, from the River Wey, of 195 feet, by twenty-nine equal locks. This part of the canal is 36 feet wide, and 4½ feet deep, and the locks admit vessels 72 feet long, and 13 feet wide, carrying fifty tons. From this point it is level to Basingstoke, a distance of twenty-two miles.

In its course from Ash Valley, at a distance of two miles, it crosses the mail road from London to Winchester; and about a mile from hence, westward, the canal is carried across a valley of three quarters of a mile in breadth, by a very fine aqueduct; from hence it proceeds westward, passing Dogmersfield House, and close to the town of Odiham, to Grewell, where the canal enters Grewell Hill Tunnel, half-a-mile and one-eighth in length, and from which, being entirely in chalk, which yields vast quantities of water, the principal supply is obtained for lockage, &c. From hence, the canal proceeds, passing Old Basing, to the town of Basingstoke, where it terminates. The summit level of the canal, of twenty-two miles, is 38 feet wide, and 5½ feet deep, and the total length is thirty-seven miles.

There is a reservoir, at Aldershot, for the supply of this canal, which was completed in 1796; and also a feeder from the River Lodden.

This canal was made under the authority of an act, entitled,  'An Act for making a navigable Canal, from the town of Basingstoke, in the county of Southampton, to communicate with the River Wey, in the parish of Chertsey, in the county of Surrey, and to the South-East Side of the Turnpike-Road, in the parish of Turgiss, in the said county of Southampton,'  and the subscribers, consisting of thirty-three persons, (amongst whom were the Earl of Worthington, the Earl of Dartmouth, the Earl of Portsmouth, and Lord Rivers), were incorporated by the name of "The Company of Proprietors of the Basingstoke Canal Navigation." They were empowered to raise among themselves £86,000, in eight hundred and sixty shares of £100 each, with


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Rh further power to raise a further sum of £40,000, if necessary. The affairs of the company are managed by twenty proprietors, who form a committee, and who are under the control of the general meetings of the company. {{c|

TONNAGE RATES.
}}

In this act, the proprietors of the navigation of the River Wey agree to receive only one shilling per ton for all descriptions of merchandize, &c. passing on the Wey River, between this canal and the Thames; and they further agree to keep their locks of the length of 81 feet, and 14 feet wide.

By an act of the 33rd George III. entitled,  'An Act for effectually carrying into Execution an Act of Parliament of the Eighteenth Year of his present Majesty, for making a navigable Canal from the town of Basingstoke, in the county of Southampton, to communicate with the River Wey, in the parish of Chertsey, in the county of Surrey, and to the South-East Side of the Turnpike-Road, in the parish of Turgiss, in the said county of Southampton,'  it is stated that the sum of £126,000, authorized to be raised by the preceding act, is all expended; that their works are not completed, and that they have incurred some debt: they area therefore, empowered to raise, upon loans or annuities, on mortgage of the tolls, the further sum of £60,000, with which sum they were enabled to finish their works, which were opened in 1796.

The trade upon this canal consists chiefly of coals, deals, groceries, bale goods, &c. from London; and the exports are timber, flour, malt, bark, and earthenware.


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BAYBRIDGE CANAL.
}}
 * 6 George IV. Cap. 164, Royal Assent 22nd June, 1825.

This canal proceeds from Binesbridge, in the parish of West Grinstead, where the navigation of the River Arun commences, and keeps the course of the unnavigable part of the Arun, to Baybridge, where it terminates. It is in length three miles and three-eighths, with a rise of 14 feet, by two locks of 7 feet each. It is 28 feet wide at top, and 4 feet deep.

The act for making it received the royal assent in 1825, and is entitled,  'An Act for making and maintaining a navigable Cut or Canal, from the River Adur, at or near Binesbridge, in the parish of West Grinstead, in the county of Sussex, to Baybridge, in the said parish.'

The company of proprietors consisted of Lord Selsey, Sir Charles Merrick Burrell, Walter Burrell, William Peckham Woodward, John Wood, James Eversfield, and James Lancaster, who were incorporated by the name and style of "The Baybridge Canal Company." They were empowered to raise among themselves £6,000, in one hundred and twenty shares of £50 each, with a power of raising a further sum of £3,000, on mortgage of the rates, &c. which are as follows. {{c|

TONNAGE RATES.
}}

 * Fractions of a Ton and of a Mile, shall not be deemed less than a Quarter.

The estimate for making this canal was made by May Upton, Esq. civil engineer, in 1824, and amounted to the sum of £5,957, 16s. 7d. The advantages arising from it are chiefly local, and consist of the increased facility by which manure may be brought into the interior, and the agricultural produce more easily disposed of.


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BEDFORD LEVEL.
THE description of the several rivers, canals, and navigable drains, within the limits of this extensive level, with the several acts, under authority of which, they have been executed, will be introduced in their respective places in alphabetical order.

BERWICK AND KELSO RAILWAY.
31 George III. Cap. 133, Royal Assent 31st May, 1811.

In the year 1811, an act was obtained to make a railway from Spittal, near Berwick, to Kelso, in Roxburgshire, entitled,  'An Act for making and maintaining a Railway from, or from near to, Spittal, in the county of Durham, to Kelso, in the county of Roxburgh; and for erecting and maintaining a Bridge over the River Tweed, from the parish of Norham, in the county of Durham, to the parish of Coldstream, in the county of Berwick.'

The line commences at Spittal, opposite the town of Berwick, on the south bank of the River Tweed, and continues parallel to the course of that river, by Tweedmouth, and East Ord, through the parish of Norham, to near Twisell, the seat of Sir Francis Blake, where it crosses the Tweed, and enters Scotland. Passing hence, by Kersfield, and to the north of Hirsel, the seat of the Earl of Home, it crosses the Leet Water, and thence, keeps the north bank of the Tweed, to its termination at Kelso.

At the time the act was obtained, there were one hundred and thirty-two subscribers, who were incorporated under the name of "The Berwick and Kelso Railway Company." They were empowered to raise among themselves £100,000, in one thousand shares of £100 each, with a further power of raising among themselves £50,000 in addition, or by promissory notes, under the common seal of the company; or they may raise the same, or any portion of it, on mortgage of the tolls authorized to be collected under the powers of this act.


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Rh and see, and hear me as I see them; we are one. Yea, I think even the inanimate objects have what we call individual life or soul, and cannot understand. Any unskilful lout can blow a flute, but, as we express it, the tones are no longer pure and true; and though we notice no difference in the material, its Psyche is injured. Only a skilful master can again draw out its rightful tones with careful handling; and again we notice no alteration in the material parts. Ay, and the soul of man can just the same be put out of tune, and how it rejoices when the right tone is again elicited."

It Was difficult after this digression, which had a certain relative aim, to return to the original common train of thought. Oldenburg wished to hold fast to his more than ordinarily communicative friend, and, in his peculiar manner, he tried first to secure his ally, and enable him to proceed at the same pace. So he turned to Olympia and said:

"Women do not like demonstrations that are not pictorial, in which they are often like children. If philosophy, however, is to be compared to any art it should not be to music, but to the plastic art. Yes, you may smile. Ideas are cold and colorless as marble. The images of the chisel, like abstract thoughts, are not mere portraits of this or that particular figure. They rise the higher the more they become typical. There the beauty of humanity,

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220 for each twenty-four hours. In the 11 days from March 10th to the 21st, she made the remarkable run of 3562 miles, and as she made during this time 82° 24' of longitude, her average allowing for difference in time, was 13¾ knots, or 330 miles each twenty-four hours.

During her great run on the 18th of 411 miles, she made 10° 30' of longitude, which reduced her sea day to 23 hours 18 minutes, and shows an average speed of 17 2/3 knots, or 424 miles in twenty-four hours. On this day her log records: "Strong northwest breezes and rough sea." It seems extremely improbable that she could have maintained uniform speed of 17 2/3 knots throughout the twenty-four hours, but at times her speed probably slackened to 15 or 16 knots. If this supposition is correct, it follows that her speed must at times have exceeded 17 2/3 knots in order to account for this average. In the absence of any data on this point, which is much to be regretted, it seems probable that she must have sailed at a speed of not less than 19 knots during a portion of these twenty-four hours, and perhaps 20 knots. After rounding Cape Horn she had light and moderate winds, her best day's run being only 286 miles, and she arrived off Sandy Hook May 6, 1853, after a passage of 82 days from Honolulu.

She sailed again from New York for Liverpool, June 18th, passing Sandy Hook at 6:30, sighted Cape Race in Newfoundland at 6. on the 24th, was off Cape Clear in Ireland at 6 on June 30th, took a pilot at 2  July 2d, and anchored in the Mersey at 10:30  that day, having made

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278 here true humanity. The philosopher is a sculptor, however paradoxical it may sound."

Olympia, too, was ready to fall in with his humor, but she turned, not to Oldenburg, but to Spinoza, and said:

"Many ways lead to Rome, also to the Rome of free thought. Each one works out the given material, according to his custom and requirements. I will prove to you that I understand you. When you say we have as clear an idea, but not as clear an image of God as of a triangle, I translate it to myself thus: there are no pure notes; each tone comprises several different ones as it is struck, swells, and dies away. We cannot perceive the pure note, it is too fine for us. Even so we can, in the thought of God, form only an ideal, not an image."

Spinoza said at last, smiling:

"I would only explain still further, that though we feel ourselves one with the infinite, the degrees of consciousness of the innate divine power are yet infinitely different. Above all we must lay aside that pride of humanity that regards everything around it as mere means, and itself alone as the end and aim; that values everything only in its relation to itself—the supposed turning-point. Everything in the world consists of means and end combined."

"I follow the banner of my generalissimo,"

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self-reminder note shsp-05

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Rh Oldenburg, "and ask, Is it not merely a refined materialism to which you return?"

"Were it rational, it would be justifiable, but I come to quite another result. The only and exclusively enduring substance, which to me remains the only conceivable one, is not the rough clod which cannot in any case be got rid of. I do not materialize spirit, I spiritualize matter."

"How do you explain with this eternally identical substance the origin of the world?"

"The idea of cause and effect is innate in us, and recognized by external evidence. If you follow up the train of effects and causes you must at last come to a first cause; this first cannot be the result of any other; it contains the reason of its existence in itself; it is cause and effect in its original uncreatedness; is God in his revelation as world. The origin of the world is the origin of God himself; the one is not imaginable without the other. The world is the only external manifestation of the existing God. If God has the power in himself to create the world he must create it, for in him dwells no power that does not immediately proceed to its exercise; a latent, useless power would be imperfection which we could not ascribe to God as the ideal of all perfection. It can neither be a casual nor an arbitrary external, nor a similar internal motive which sets this power in motion; not external, for God, as the epitome of all

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280, must be absolutely independent, and cannot be subject to any external influence; it cannot be internal either, as a mere exertion of arbitrary will, for if God could will this, or will the other, he might also will something imperfect, in opposition to his nature; he can only will the perfect, and his will is deed, so all in him is inevitable necessity. God has the world in him, and is in it; God and the world are alike eternal. Truly those who have thought of God as something above the world, floating in empty space (which does not exist), to them God was before the world; he created it out of nothing, and still hovers over it in Heaven. But long ago men were aware that from nothing something cannot come, and so must have recourse to strange theories of emanation. So the world remains ever something that God has cut loose from himself, which he watches over and with which he interferes from time to time; so that, according to their theory of things, the miracles are acts by which God disturbs the once firmly settled order of nature, his own revelation. But miracles were done only as long as men believed in them; in our time there are no more. Are we therefore forsaken of God? In any case, if this were the true view, but it is not, for God is not the external cause, but the internal innate cause of the world's existence, in him all is an act of free necessity, everything—"

"Look! look! there is a white raven!" cried

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Rh Olympia, rushing to the window, and Oldenburg stood up to see what she meant by the ill-timed jest; Spinoza only sat still and smiled quietly; but Olympia could hardly contain herself for laughing.

"You a statesman!" cried Spinoza, "and not see that I was guilty of a mésalliance between royal families of ideas! But sit down again, and I will avenge you on the jester, I purposely chose the expression. Tell me what is the meaning of necessity?"

"I was confirmed long ago, and need not be catechised so strictly; yet—necessity is anything that must be."

"Only half expressed; all that without innate opposition to its own nature cannot otherwise than be, that is necessity. That no slumbering power can be imagined in God I have already proved to you; and all that he does, and is, he is and does from innate necessity, but freely; for to be free is to be moved to act of himself, and from no outward or neighboring cause. God, therefore, outside whom nothing is, and who continually wills of himself, acts continually in perfect freedom; ay, even men then are not free (as is usually believed) when they act in contradiction to the laws of their nature; for there it is always an external impulse they obey, not their own nature; they are only truly free when they act in accordance with the necessities, or, if

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TONNAGE RATES.
Fractions to be taken as for a Quarter of a Ton and as for a Quarter of a Mile.

The proprietors are further empowered to collect a pontage, at the proposed bridge over the Tweed, for carriages, foot passengers, &c. but as these are without the limits of our publication, we omit them.

This railway was calculated to be of great advantage to the country through which it passed, but it has been abandoned by its original promoters, and though the act does not limit the company to any given time for the execution of the works, yet it is thought that it will never be completed under its provisions.

BEVERLEY BECK.
13 George I. Cap. 4, Royal Assent 24th March, 1726.

18 George II. Cap. 13, Royal Assent 19th March, 1744.

THIS canal, or creek, (called Beverley Beck), commences from the navigable River Hull, nearly opposite the village of Weel, in Holderness, and extends to the town of Beverley. Though the first act of parliament, relating to this creek, bears a very early date, yet it had long before been used as a navigation, and kept in repair by the corporation of Beverley, out of the funds of the town; but as these were insufficient for the proper maintenance of it as a navigation, an act was obtained by the mayor, aldermen, and capital burgesses of Beverley, in the 13th George I. entitled,  'An Act for cleansing,, deepening, and widening a Creek, called Beverley Beck, running into the River Hull, and for repairing the Staiths, near the said Beck; and for amending the Roads leading from the said River, to the town of Beverley, in the East Riding of the county of York, and for cleansing the


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  'Streets of the said Town,'  in which certain rates and duties are granted, which will be found in the first column in the schedule of rates appended hereto.

For the purpose of raising an immediate fund for carrying into execution the improvements contemplated, the corporation of Beverley obtained power to borrow the sum of money they required for this purpose, on assignment of the rates and duties granted. In consequence, however, of the very indifferent state of this navigation, and the insufficiency of the tonnage rates to keep it in proper repair, and repay the interest of the sum of money borrowed on the credit of the tolls, the corporation of Beverley applied for and obtained another act, in 1744, entitled,  'An Act for more effectually cleansing, deepening, widening, and preserving, a Creek, called Beverley Beck, running into the River Hull, and for more effectually repairing the Staiths, near the said Beck, and the Roads leading from the said River, to the town of Beverley; and for cleansing the Streets of the said Town, and for regulating the Carriages to and from the said Beck, and the River Hull;'  by which they are empowered to collect rates, in addition to those granted under the 13th George I. and which are enumerated in the second column of the schedule.


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SCHEDULE OF TOLLS OR DUTIES CONTINUED.
The whole of the tolls or duties, collected under these acts of parliament, are directed to be laid out in defraying the debts incurred by the corporation, and for keeping in sufficient repair the navigation of this creek or beck, and the staiths, and the roads leading thereto, and to no other purpose whatsoever.


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{{c|

BIRMINGHAM CANAL NAVIGATIONS.
}}
 * 8 Geo. III. C. 38, R. A. 24th Feb. 1768.
 * 9 Geo. III. C. 53, R. A. 21st April 1769
 * 23 Geo. III. C. 92, R. A. 24th June 1783.
 * 24 Geo. III. C. 4, R. A. - - - - - 1784.
 * 25 Geo. III. C. 99, R. A. 13th June 1785.
 * 34 Geo. III. C. 87, R. A. 17th April, 1794.
 * 46 Geo. III. C. 92, R. A. 3rd July, 1806.
 * 51 Geo. III. C. 105, R. A. 21st May, 1811.
 * 55 Geo. III. C. 40, R. A. 12th May, 1815.
 * 58 Geo. III. C. 19, It. A. 17th Mar. 1818.

As some parts of these important navigations have been executed by companies, incorporated under other titles than what is now given to the whole of the canals and branches, constituting the Birmingham Canal Navigations, we shall, in the first place, recite the substance of the principal clauses in the respective acts of parliament, and in the order in which they were severally obtained.

The first act, entitled,  'An Act for making and maintaining a navigable Cut, or Canal, from Birmingham to Bilstone, and from thence to Autherley, there to communicate with the Canal now making between the Rivers Severn and Trent, and for making collateral Cuts up to several Coal Mines,'  authorizes the original subscribers to make a canal from the town of Birmingham to Bilstone, and from thence by Wolverhampton, to join the Staffordshire and Worcestershire Canal (then in progress) at Autherley, with two collateral cuts to the coal pits, iron furnaces, and limestone quarries, in its vicinity.

The company, at the time the act was obtained, consisted of one hundred and two persons, amongst whom were the Earl of Hertford, Earl of Dartmouth, and Sir Lister Holt, Bart. who were incorporated by the name of "The Company of Proprietors of the Birmingham Canal Navigation."

This company, were empowered, under the before-mentioned act, to raise the sum of £55,000, in five hundred and fifty shares of £100 each, and a further sum of £15,000, if the proper execution of the works should require it. The duties granted under this act are as follows :-

TOLLS AND DUTIES.

 * And so in proportion for any less Quantity than a Ton.


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EXEMPTION FROM TOLL.
Paving-stones, Gravel, Sand, and all Materials for the making of Roads (Limestone excepted) and all Dung, Soil, Marl and all sorts of Manure, provided they do not pass a Lock but at such times as when the Water runs over the Gauge, Paddle or Niche of the Lock.

Boats of less Length than Seventy Feet, not to pass a Lock without leave.

In this act, power is given to the Staffordshire and Worcestershire Canal Company to open a communication with the Birmingham Canal, at the cost of the proprietors of the last-mentioned canal, if they do not do it within six months after it is finished to Birmingham.

The second act, entitled,  'An Act to rectify a Mistake in an Act passed in the Eighth Year of his present Majesty, entitled, An Act for making and maintaining a navigable Cut or Canal, from Birmingham to Bilstone, and from thence to Autherley, there to communicate with the Canal now making between the Rivers Severn and Trent, and for making collateral Cuts up to several Coal Mines, and to explain and amend the said Act,'  was obtained chiefly in consequence of having neglected to introduce, in the description of the course of the intended canal, a detached part of the county of Salop, near the village of Oldbury. The company, however, took this opportunity of obtaining power to make reservoirs anywhere within three miles from that part of the canal, lying between the two extreme locks, intended to be constructed between Smethwick and Oldbury. In consequence of being enabled to raise only £50,000, instead of £55,000, they, by this act, reduce the number of shares to five hundred, instead of five hundred and fifty, retaining, however, authority to raise the additional sums of £5,000, and £15,000, granted under the former act.

In 1783, parliamentary sanction was given to a very important act, entitled,  'An Act for making and maintaining a navigable Canal, from a place near Rider's Green, in the county of Stafford, to Broadwater Fire Engine, and six collateral Cuts, from the same, to several Coal Mines; and also a navigable Canal, from or near the town of Birmingham, to join the Coventry Canal, at or near Fazeley, in the parish of Tamworth, in the said county of Stafford, with a collateral Cut to the lower part of the


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  'said town of Birmingham,'  in the preamble of which, it is stated, that the canal and branches, authorized to be done under the act of 8th George III. had been some time completed.

This act, obtained by a new company, consisting of one hundred and twenty-nine persons, who were incorporated by the name of "The Company of Proprietors of the Birmingham and Fazeley Canal Navigation," gave them power to extend the Wednesbury Branch of the Birmingham Canal, from Rider's Green, to Broad-water Engine, and to make six collateral cuts. One from Butcher's Forge Pool, to Brooke's Meadow; another from near the south end of Butcher's Forge Pool, to Wood's Engine Forge; a third from the head of Willingsworth Pool, to near the nine mile stone, on the turnpike-road leading from Ocher Hill to Wolverhampton; the fourth collateral cut extends from the Willingsworth Pool Tail, to Wednesbury Open Field; one other from the last-mentioned cut, into another part of the same field; and the sixth from out of the last-mentioned cut, to a place opposite Taylor's Engine. This act further empowers the company of proprietors to make a canal from the end of the Birmingham Canal at Farmer's Bridge, near the town of Birmingham, to join the line of the Coventry Canal, at Fazeley, in the parish of Tamworth, and county of Stafford, with a branch, called the Digbeth Branch, from the north side of the town of Birmingham, to the lower part of the said town, and where the Warwick and Birmingham Canal has since effected a junction.

The subscribers are empowered to raise among themselves the sum of £85,000, in five hundred shares of £170 each, for the purpose of executing the whole of the works above described, with further power to raise an additional £30,000, if necessary. The whole of the works to be completed in four years.


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TONNAGE RATES CONTINUED.
Fifty Feet of round or Forty Feet of square Oak, Ash or Elm Timber, and Fifty Feet of Fir or Deal, Balk, Poplar, and other Wood, shall be deemed a Ton; and One Hundred and Twenty Pounds shall be deemed a Hundred Weight, for the purposes of this Act.

Lime and Limestone, one-third of the above Rates.

EXEMPTION FROM TOLL.
Paving-stones, Gravel, Sand and Road Materials, (Limestone excepted) Dung, Soil, Marl, and all sorts of Manure, for the Improvement of Lands belonging to Persons whose Land has been taken for the use of the Canal, provided the same does not pass through any Lock, but at the time when the Water is running over the Lock Weirs.

In addition to these Rates, the Company are empowered to collect the Sum of One Penny per Ton for all Coal and Coke, which shall pass through the First Lock, from Farmer's Bridge, to be erected on this Canal, in consideration of repaying a Sum of Money, not exceeding £3,600, to the Subscribers to a Canal, which had been proposed to be made between the Wednesbury Coal Fields and the town of Birmingham, and from thence to Fazeley, as a reimbursement of Expenses they had been put to in an Application to Parliament, and this Toll is to exist until the Sum and Interest is paid off.

No Boats under Twenty Tons to pass a Lock without leave, unless there is not sufficient Water for greater Tonnage.

The proprietors have power to take water, for the supply of the canal, from mines situate within one thousand yards of the canal, provided that the produce of such mines be carried along any part of the canal.

In this act is recited the substance of an agreement entered into at a meeting of delegates from the Coventry, Oxford, Grand Trunk, and Birmingham and Fazeley Canal Companies, held the year preceding the passing of this act, by which the Grand Trunk Canal Company, and the Birmingham and Fazeley Canal Company, agree to execute that part of the line of the Coventry Canal lying between Fazeley and Fradley Heath, at the joint expense of the two parties; the Birmingham and Fazeley Canal Company allowing to the Grand Trunk Canal Company £500, for superintending and directing the execution of the same; and it was further agreed, that the tolls arising upon that half part of the said canal, commencing at Fazeley, should belong to the Birmingham and Fazeley Canal Company, and the other half, terminating at Fradley, to the Grand Trunk or Trent and Mersey Canal Company.


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By an act of the 24th George ILL entitled,  'An Act for incorporating the Proprietors of a Canal Navigation, authorized by an Act, passed in the Eighth Year of his Majesty King George the Third, to be made from Birmingham to Bilstone, and Autherley, with the Company of Proprietors of a Canal Navigation, authorized by an Act passed in the Twenty-third Year of his present Majesty, to be made from Birmingham to Fazeley, and for consolidating their Shares, and amending the last-mentioned Act,'  "The Company of Proprietors of the Birmingham Canal Navigation," and "The Company of Proprietors of the Birmingham and Fazeley Canal Navigation," were incorporated by the name of "The Company of Proprietors of the Birmingham and Birmingham and Fazeley Canal Navigations." By this act, these two undertakings became consolidated; the subscribers to one concern became equal proprietors of the other in the ratio of their respective ventures, though the powers of the several previous acts in other respects remain unaltered.

It further directs, that there shall be no more than five hundred shares, the number fixed on in the original act; and that no person shall have less than one consolidated share, nor more than ten.

Power is also given in this act to borrow the £115,000 authorized to be raised by the act of 23rd George III. by mortgage, under the common seal of the company, instead of the mode therein prescribed: and that this sum shall be appropriated to the making of the canals and cuts enumerated in the 23rd George III. and to the paying off the proportion of the expense of making the required junction from Fazeley with the Trent and Mersey, or Grand Trunk Canal, at Fradley, the act for doing which received the royal assent on the 13th June, 1785, and is entitled,  'An Act to enable the Company of Proprietors of the Navigation from the Trent to the Mersey, and the Company of Proprietors of the Navigation from Birmingham to Fazeley, to make a navigable Canal from the said Trent and Mersey Navigation, on Fradley Heath, in the county of Stafford, to Fazeley, in the said county; and for confirming certain Articles of Agreement entered into between the said Trent and Mersey, the Oxford, and the Coventry Canal Navigation Companies.'


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In the preamble of an act bearing date the 17th April, 1794, and entitled,  'An Act for extending and improving the Birmingham Canal Navigations,'  it is stated that all the works authorized to be done under the preceding acts, had been made and completed. By this act, power is given to make a collateral cut from Broadwater, in the parish of Wednesbury, to the town of Walsall, with three branches from the same, extending to the coal and iron-stone mines in the vicinity; also another branch canal from Bloomfield, in the parish of Tipton, to communicate again with the original line of navigation at Deepfield, in the parish of Sedgley.

By this act the company once more change their style, being incorporated under the name of "The Company of Proprietors of the Birmingham Canal Navigations," and three years were allowed for the due execution of the works therein described. Upon the canal and collateral cuts authorized to be made under this act, the proprietors are empowered to collect the following

TONNAGE RATES.
Coal, Coke, Lime-stone, Iron-stone, Lime, Goods, Wares, Merchandise, and all other things whatsoever, carried on the proposed Canal, from Bloomfield to Deepfield. the same Rates of Tonnage as are paid for other parts of the Birmingham Canal Navigation, made under the 8th George III.

By a Clause inserted in an Act of the 25th George III. entitled,  'An Act for extending the Dudley Canal to the Birmingham Canal, at or near Tipton Green, in the county of Stafford,'  it appears that the Birmingham Canal Company received ls. 5½d. per Ton, for all Stone, Timber, Goods, wares, Merchandise, and Commodities whatsoever, (except Coal, Coke, Iron-stone, Lime, and Limestone), which should pass between the Junction of the Dudley Canal. at Tipton Green, and the town of Birmingham; and also, the further Sum of 1½d. per Ton, per Mile; and for the same Articles, (with the same exception), between the Junction of the Dudley Canal and jhe western Termination of the Birmingham Canal, at Autherley, the same Rates of Tonnage as if they had been navigated along the said Canal from Autherley. By this act, however, these Tolls are reduced, in consequence of shortening the Navigation between the Junction of the Dudley Canal and Autherley, nearly Four Miles, by the proposed Canal from Bloomfield to Deepfield. Instead, therefore, of the Sum of is. 5œd. above-mentioned, it is reduced to 11½d. per Ton, retaining, however, the 1½d. per Ton, per Mile, granted under the Act of 25th George III. above recited.

The act of the 34th George III. empowers the proprietors of the Birmingham Canal Navigations, to borrow, on the credit of their works, the sum of £45,000, and a committee of nine are appointed to give security under the common seal of the company, upon the tolls, rates and duties arising from the same.


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In the preamble of an act of the 46th George Ill, entitled,  'An Act for improving the Birmingham Canal Navigations,'  it is stated, that the company have already opened a communication with the Staffordshire and Worcestershire Canal, the Coventry Canal, and the Trent and Mersey, or Grand Trunk Canal, and have completed all the collateral cuts and canals authorized under the act of 34th George III.; that they have, moreover, improved the navigation, by cutting down the summit at Smethwick, and thereby materially reducing the lockage; also by cutting off bends in the canals, and erecting steam engines for the purpose of obtaining a more regular supply of water, for the purposes of lockage; in consideration of which improvements, they obtain power to charge the same amount of tonnage and mileage as they have heretofore received upon the original circuitous line of navigation. It is also recited in this act, that the company have mortgages on these navigations to the amount of £100,000 and upwards, and for the discharging of which, they obtain power to raise that sum by granting annuities to the same amount, which annuities are to be paid half-yearly, and in preference to dividends or any other claim.

By another act, entitled,  'An Act for enlarging the Powers of several Acts of his present Majesty,for making and maintaining the Birmingham Canal Navigations, and for further extending and improving the same,'  the five hundred consolidated shares, of which the whole of the navigation consists, are divided into one thousand shares, of which no person shall possess more than twenty, on pain of forfeiting all above the restricted number.

By the act of the 55th George III. entitled,  'An Act for establishing a navigable Communication between the Birmingham Canal Navigations and the Worcester and Birmingham Canal, and amending certain Acts relating thereto,'  power is given to open a communication between the two above-mentioned canals, near Broadstreet in the town of Birmingham; the space between them was only 7 feet 3 inches, and the estimate for effecting this communication, with the necessary works for preventing the water from flowing either way, amounted to the sum of £2,300, and was made by Mr. John Hodgkinson, civil engineer, in 1814. By this act it is provided, that whenever the surface water, either of


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 the Birmingham or the Worcester and Birmingham Canal, is more than 6 inches above the level of the other canal, the proprietors of such lowest canal shall pay to the other the sum of three shillings per every 4,000 cubic feet of water, expended in passing a vessel through the communication.

The Birmingham Canal Navigation Company are authorized by this act, in consideration of the amount of tolls they may be deprived of by consenting to the above communication, and the expense they will be put to in maintaining the locks at this junction, to receive the following tolls in addition to what they were before entitled to.

TONNAGE RATES.
And which Sum shall be in full Satisfaction for all Tolls payable between Farmer's Bridge and the said termination.

WHARFAGE RATES.
And this Sum shall be considered as part Payment of the Rates which the said Company are entitled to collect on this part of the Navigation.

The preamble of the act of 58th George III. entitled,  'An Act for altering, explaining and amending the several 'Acts of Parliament passed relating to the Birmingham Canal Navigations; and for improving the said Canal Navigations,'  states that the whole of the works authorized by the preceding acts have been executed and found of great utility.

In this act the company are empowered to contract with the owners and occupiers of coal mines and iron furnaces, to receive a gross annual sum for the conveyance of coal, coke, iron-stone, lime-stone and other raw material along the navigation, in lieu of the tonnage rates which the act authorizes them to demand,


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 that such material is for the use of the furnaces and forges of the persons claiming this mode of payment, and that they do not pass a lock.

The Old Birmingham Canal, so called from its being executed under the earliest act relating to these navigations, is twenty-two miles five-eighths in length. It commences at Farmer's Bridge, near Birmingham, and passes by Smethwick, at which place there is a side cut, with three locks, rising 19¾ feet, which materially facilitates the passage of vessels along this navigation. From the last-mentioned place the canal continues on one level by Oldbury, Tipton Green, Bilstone, and Wolverhampton, to within one mile and a half of Autherley, where it locks down 132 feet by twenty-one locks, into the Staffordshire and Worcestershire Canal. The summit level of this canal at Smethwick, was originally only one mile in length, and 18 feet higher than at present, and it was supplied with water by means of two steam engines placed at the extremities. Prior, however, to 1787, it was cut down to its present level at a cost to the company of about £30,000. It is here worthy of remark, that though two years and a half were occupied in this work, not more than fourteen days interruption took place to the passage of vessels.

There are several collateral cuts to the coal mines and iron furnaces, which are found described under the act which empowers the company to make them; the principal of which is, the branch to Wednesbury, of four miles and a half in length, which was finished in November, 1769, but as a part of it fell in, in consequence of working the coal and iron-stone underneath it, it is now of little use; there are three locks upon it, with a fall from the main line of 18 feet.

The supply of water for the lockage on this canal is chiefly derived from the Old Coal Works, from the bottom of which it is raised by steam power, at a very considerable expense. When Mr. Smeaton reported on some matters connected with this canal in October, 1782, there were eleven engines so employed. There are, also, reservoirs at Smethwick and near Oldbury. This canal communicates with the Worcester and Birmingham Canal at Birmingham; with the Dudley Canal near Tipton Green; and with the Wyrley and Essington Canal near Wolverhampton.


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Under the powers of the act of 34th George III. a cut was made from Bloomfield into the original navigation again at Deepfield, of the length of one mile and three quarters, of which one thousand yards was tunnelling, by which, the circuitous course of tour miles, round Tipton Hill, is avoided. Mr. Brindley was the engineer originally employed in this work, Mr. Whitworth followed him, and several others have been subsequently consulted, amongst whom was Mr. John Smeaton; but the last and greatest improvements made, were under the direction of Mr. Telford.

That part of this navigation called the Birmingham and Fazeley Canal, commences at the eastern end of the Old Birmingham Canal, near Farmer's Bridge in Birmingham, and passes through a part of the town; thence by Newhall Forge, Moxhall Hall, Middleton Hall, and Drayton Manor House, to the Coventry Canal, at Fazeley, near the town of Tamworth. The distance to this place is fifteen miles, with a fall of 248 feet. The remaining five miles and a half, to Whittington Brook, being that portion of the original line of the Coventry Canal, now forming part of the Birmingham Canal Navigations, is level Its course from Fazeley is north-west of Hopwas, from whence, running parallel with the Tame River, it passes the villages of Tamborn and Whittington, to Whittingion Brook, otherwise the Huddlesford Junction, where it communicates with the Wyrley and Essington Canal; and also, with that portion of the original part of the Coventry Canal, now forming part of the Grand Trunk, or Trent and Mersey Canal

The Digbeth Branch is a mile and a quarter in length, with a fall of 40 feet, by six locks, to the Warwick and Birmingham Canal, on the east side of the town of Birmingham. At Salford Bridge there is an aqueduct of seven arches, each 18 feet span. There is also a short tunnel at Curdworth.

This canal, which effected an inland communication between London and Hull, was opened on the 12th of July, 1790.

The Walsall Branch was executed under authority of an act of 34th George III. It is level, and four miles and a half in length, and was opened in June, 1799.

By an act of the 32nd George III. (cap. 81, royal assent 30th April, 1792), entitled,  'An Act for making and maintaining a navigable Canal from or from near Wyrley Bank, in the county


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 of Stafford, to communicate with the Birmingham and Birmingham and Fazeley Canal, at or near the town of Wolverhampton, in the said county; and also, certain collateral Cuts therein described, from the said Canal,'  the following tonnage rates are secured to the proprietors of the Birmingham Canal

TONNAGE RATES.
The Warwick and Birmingham Canal Act, of 33rd George III. enables the proprietors to connect their navigation with the Digbeth Branch of the Birmingham and Fazeley Canal, upon payment to the latter company of the following tonnage rates, in lieu of dues, between Farmer's Bridge and the said communication.

TONNAGE RATES.
The Birmingham Canal Navigations, connected as they are with the Coventry, the Grand Trunk, the Worcester and Birmingham, the Dudley, the Warwick and Birmingham, the Wyrley and Essington, the Staffordshire and Worcestershire, and the Birmingham and Liverpool Junction Canals, present a very important feature in the map of inland navigation, as by these, a communication is opened with the most important towns in England and Wales.

The populous towns of Birmingham, Wolverhampton, Bilstone, Wednesbury and Walsall, are on its banks, and it affords the greatest facilities to the transit of the produce of the most valuable mineral district in the world. Some estimate of the trade upon this navigation may be formed by the following amount of tonnage received by the company from the years 1818 to 1823, inclusive.


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BIRMINGHAM AND LIVERPOOL JUNCTION CANAL.
7 George IV. Cap. 95, Royal Assent 26th May, 1826.

7 & 8 George IV. Cap. 2, Royal Assent 21st March, 1827.

This line of canal, which is now in the course of execution, commences in the summit level of the Staffordshire and Worcestershire Canal, near Tettenhall, about one mile from Autherley, the place where the Birmingham Canal communicates with the Staffordshire and Worcestershire Canal. Its course is to the north west, upon a level with the last-mentioned canal, by Chillington Part, Stretton Hall, and Little Onn Hall, where there is a lock, with a fall of 7 feet 3 inches, and which is the summit level, at a distance of eleven miles and a quarter from the commencement. From thence it continues, by the village of Cowley, for the distance of four miles and a half, on the same level, to near the village of Norbury, where the Newport Branch commences: from thence it continues for the further distance of nine miles and a half to the second lock, so that this canal is extended through the country a distance of twenty-five miles and a half, with only one lock. From the second lock, the canal is continued, in a northerly course, by Cheswardine Hill, to the town of Drayton, crossing the River Tarn; hence by the Brine Spring, near Adderley Hall, to the town of Audlem, in Cheshire; then, crossing the River Weaver, it proceeds by the Salt Springs, and by the town of Nantwich, to the United Navigation of the Ellesmere and Chester Canals, near Dorfold Hall, about three quarters of a mile north-west of the last-mentioned town.

The length from the second lock, to its termination at the above-mentioned navigation, is thirteen miles and a half, with a fall of 167½ feet, by twenty-six locks, thus disposed-from the second to the fifth lock, is a distance of half a mile; between the fifth and the sixth, it is nearly four miles; in the next half mile are five locks; then a pool of one mile and a quarter; in the following mile are eleven locks; in the next four miles are four locks; then a pool, of nearly three miles; and within one-tenth of a mile further, two locks; the remaining distance to the Chester


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 Canal is two miles and three quarters, on a level. The total length of the navigation is thirty-nine miles, with a fall of 174¾ feet, by twenty-seven locks.

The act for making this canal, which received the royal assent the 26th of May, 1826, is entitled,  'An Act for making a navigable Canal from the Staffordshire and Worcestershire Canal, in the parish of Tettenhall, in the county of Stafford, to the United Navigation of the Ellesmere and Chester Canals, in the parish of Acton, in the county palatine of Chester.'  The subscribers to this canal, at the time the act was obtained, were three hundred and twenty-three in number, amongst whom were the Earl and Countess of Surrey, Earl Gower, Lord Levison Gower, Lord Crewe, and many other distinguished individuals, who were incorporated by the name of "The Company of Proprietors of the Birmingham and Liverpool Junction Canal Navigation." They are empowered to raise among themselves the sum of £400,000, in four thousand shares of £100 each, and the act directs that the whole shall be subscribed before the work is commenced, of which, £325,000 was raised before going to parliament. They were further empowered to raise an additional sum of £100,000, on mortgage of the rates and duties, the interest of which is made payable in preference to any other claim.

TONNAGE AND WHARFAGE RATES.
Fractions to be taken as for a Quarter of a Ton, and as for a Quarter of a Mile.

EXEMPTION FROM TOLL.
Paving-stones, Gravel, Sand, and all other Materials for making or repairing of Roads, (Limestone excepted) all Dung, Soil, Marl, and all sorts of Manure for the Improvement only of any Lands or Grounds lying within any Parish or Place through which this Canal will be carried, and belonging to the Owners or Occupiers of such Lands as may be required for the purposes of the Act.

Boats of less Burthen than Twenty Tons not to pass without leave, unless there is not Water for a greater Burthen.

Five years are allowed for the execution of the works authorized to be done under this act, and the powers are to cease at the expiration of that period, excepting as to such part as shall have been completed.


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In consideration of the lockage water, which is derived from the Staffordshire and Worcestershire Canal, by locking down from it, the proprietors of that canal are authorized to collect the following

TONNAGE RATES.
The last-mentioned rates are to be collected by the Birmingham and Liverpool Junction Canal Company, at the expense of the Staffordshire and Worcestershire Canal Proprietors; and in order that no unnecessary waste of water may be made, the Birmingham and Liverpool Junction Canal Company are required to construct on the sumit level, a regulation lock, consisting of four pairs of gates. The locks upon this navigation are 7 feet 6 inches in width, and 80 feet long.

The company had originally intended to make a branch from near the village of Cowley, to join the Donnington Wood, or Marquis of Stafford's Canal, at Pave Lane, which was subsequently abandoned. Its length was seven miles and three quarters, and level. The estimate for making it was made by Mr. W. A. Provis, under the direction of Mr. T. Telford, and amounted to the sum of £55,466, 17s. 1d. The estimate for the main line was also made by the same parties, and which amounted to the sum of £388,454, 1s. 6d.

In 1827, the company applied to parliament, and obtained another act, entitled,  'An Act to enable the Company of Proprietors of the Birmingham and Liverpool Junction Canal Navigation, to alter the Line of the said Navigation, and to make certain Branches therefrom, in the counties of Stafford and Salop.'

The deviations in the original line here contemplated are of little importance, as they consist merely of three alterations in the line between Connery Pool and Plardiwick, amounting, in length, to one mile and one thousand eight hundred and nineteen yards, while the parts abandoned are three hundred and forty-one yards longer; but this act gives power to make two branches from the


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 main line, one of which, called the Newport Branch, commences near the village of Norbury, from whence it passes close to the town of Newport, and from thence to the Shrewsbury Canal, at Wappinshall Bridge, in the parish of Wellington. Its length is ten miles and a quarter, with a fall, from the main line, of 139 feet, by twenty-three locks; the last four miles and a half to the Shrewsbury Canal, being level. From this branch there is a collateral cut to a place called The Buttery, in the parish of Edgmond, which is nearly half a mile in length, the estimate for which is £2,421, 18s. lOd. and for the Newport Branch, £72,629, 13s. 2d. The company had it in contemplation to make a second collateral cut, from the Newport Branch, to Lime Kiln Bridge, but it was abandoned. The length was two miles and three quarters, and the estimate for making it amounted to the sum of £17,652, 14s. 6d.; in lieu, however, of which, the company are required to make a cut or railway from the Newport Branch to the limestone works, at Donnington Wood, and Lilleshall, belonging to the Right Honourable George Granville Lord Gower, whenever he shall require it to be done.

All these estimates were made by Mr. Thomas Telford, in 1826.

On the above branches, the company are empowered to collect the same tonnage rates as are allowed on the main line by the act of 7th George IV.

In this act, the company are restricted from using the water in Aqualate Mere, Wyn's Well Pool, and the Moss Pool, belonging to Sir T. F. Fenton Boughey, Bart. or the streams of water supplying and passing through the same.

The chief advantages arising from the execution of this canal is a shorter navigation between the ports of Chester, Liverpool, and the district of North Wales, and the important towns of Shrewsbury, Wolverhampton, Birmingham, the mineral districts of Staffordshire and Shropshire, and the Metropolis. The agricultural districts in the south of Cheshire, the western parts of Staffordshire, and the north-eastern parts of Salop, through which this canal is now being constructed, will also be greatly benefited.


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78

{{c|

BLYTH RIVER.
}}

 * 30 George II. Cap. 47, Royal Assent 1st April, 1757.

This river rises near Laxfield, in the north-eastern parts of Suffolk, whence it takes an easterly course, by Ubbeston Hall, Hevingham Hall, and Walpole, to near the market town of Halesworth, from which place to the sea, at Southwould, it was made navigable under the authority of an act, entitled,  'An Act for making the River Blyth navigable from Halesworth Bridge, in the county of Suffolk, into the Haven of Southwould.'

It is in length nine miles, and there are four locks upon it, and although it is in a part of the kingdom where there are neither minerals or manufactures, it is of considerable advantage to the district lying between the navigable Rivers Waveney and Gipping, by the facility it gives for the export of its agricultural productions, and the import of lime, coal, and merchandize in general.

{{c|

BLYTH RIVER.
}}

THIS river rises a few miles west of Belsay Castle, in Northumberland, the seat of Sir Charles Miles Lambert Monck, Bart. whence, taking a westerly course, by Kirkley Hall, and about a mile to the north of Blagdon Park, it pursues a circuitous route by Bedlington, and falls into the harbour of Blyth, near a village bearing that name, which is situate on its southern bank.

It is navigable only for a short distance, as a tideway river, and consequently free of toll. On its northern bank, at about a mile above the village of Coopen, are the Bedlington Iron Works, and a short distance west of the last-mentioned place, a railway of considerable length extends to the collieries near Willow Bridge, five miles east of Morpeth. At Blyth there are also private railways from the collieries situate three quarters of a mile to the west of the village, upon which coal is conveyed to the harbour, to be shipped for London, and the towns on the eastern coast.


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{{c|

BOLTON AND LEIGH RAILWAY.
}}

 * 6 George IV. Cap. 18, Royal Assent 31st March, 1825.
 * 9 George IV. Cap. 8, Royal Assent 26th March, 1828.

This railway commences at the Manchester, Bolton, and Bury Canal, in the township of Haulgh, near the town of Bolton-le Moors, and proceeds in a south-westerly direction through the extensive collieries in the neighbourhood of Hulton Hall, thence by Atherton Hall, to that branch of the Leeds and Liverpool Canal which communicates with the Duke of Bridgewater's Canal, at the town of Leigh. It is in length seven miles and three quarters, and there is a rise of 119 feet, in the first two thousand three hundred and sixty yards from Bolton; and from this point to the highway adjoining the canal, at Leigh, is a fall of 337 feet. There is an inclined plane of one inch per yard, in the township of Great Bolton, one thousand three hundred and eighty-six yards in length; and by the pariiamentary plan it appears that another is intended to be made in the townships of Over Hulton and Atherton, of the length of four thousand six hundred and twenty yards, with a fall of 303 feet.

The act for making this railway, received the royal assent on the 31st March, 1825, and is entitled,  'An Act for making and maintaining a Railway or Tramroad from or from near the Manchester, Bolton, and Bury Canal, in the parish of Bolton-le-Moors, to or near the Leeds and Liverpool Canal, in the parish of Leigh, all in the county palatine of Lancaster.'

The subscribers to this scheme, at the time the act was obtained, consisted of fifty persons, who were incorporated by the name of "The Bolton and Leigh Railway Company," and they obtained power to raise among themselves, by subscription, the sum of £44,000, in four hundred and forty shares of £100 each; and if any part of the said sum of £44,000 remains unsubscribed, the company have power to borrow such part upon promissory notes under the common seal, or they may raise the same by mortgage, on security of the rates, the interest of which is to be paid in preference to dividends.


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Talk:Declaration at the Congress of Vienna

"La Tour du Pin" is both the name of a famous noble French family and the name of a town in France (department of Isere). Most probably, the name "Latour du Pin" in the present article is mispelled. Though, I do not directly make the change. I've no document about this Declaration. And we may imagine that a mispelling has occurred in the original version of the Declaration and so the article may be an exact copy of this version. But it is unlikely.