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130 relating to the upper portion of the Cam, was passed in the first year of the reign of Anne, and is entitled,  'An Act for making the River Cham, alias Grant, in the county of Cambridge, more navigable from Clayhithe Ferry to the Queen's Mill, in the University and Town of Cambridge,'  from which it would appear that it was navigable previous to this early date, but from what period we cannot learn.

The navigation, which is only about seven miles in length, is managed by conservators appointed under the authority of the above-mentioned act.

Another act of parliament was obtained in 1813, entitled,  'An Act for extending and amending an Act of Queen Anne, for making the River Cham more navigable from Clayhithe Ferry to the Queen's Mill, in the county of Cambridge,'  but it does not contain any clauses wherein the public are generally interested.

The principal uses to which this navigation is put, is to export the surplus agricultural produce of the country through which it passes, and to facilitate the import of coal and general merchandize.

CAMEL RIVER.
This river rises three miles north of Camelford, in Cornwall, on the east side of which town it passes; thence by Tredethy and Penhargate, to Dunmeer Bridge, where it changes to a north-eastwardly course, by Guinea Port, to Wade Bridge, where it enters an estuary which falls into the sea at Stepper Point, three miles east from Padstow.

It is navigable, as a tideway river, from Guinea Port, near Wade Bridge, to the sea, a distance (by the low water channel) of eight miles and a half. An act was obtained in 1797 to extend this navigation, by means of the Polbrook Canal, but it has not yet been carried into execution. It was entitled,  'An Act for making and maintaining a navigable Canal, from Guinea Port, in the parish of St. Breock, in the county of Cornwall, to Dunmeer Bridge, in the parish of Bodmin, in the said county; and also a certain collateral Cut, from Cood, to, or near to, Ruthern Bridge, in the said parish of Bodmin.'


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CANTERBURY NAVIGATION OR RIVER STOUR.

There is no act relating to the river, and being in the tideway, it is consequently free of toll.

The chief uses to which this navigable estuary is put, is to export the produce of the tin and copper mines in its immediate vicinity, and the import of coal and general merchandize. Slate, also, forms an article of exportation from the port of Padstow, a considerable town on its banks.

CANTERBURY NAVIGATION OR RIVER STOUR.
6 Henry VIII. Cap 17, Royal Assent - - - - - - 1514.

6 George IV. Cap. 166, Royal Assent 22nd June, 1825.

THE River Stour rises on the south side of the Chalk Hills, near Lenham, whence, taking a south-eastwardly course by Surrenden Dering, Hothfield Place the seat of the Earl of Thanet, to the town of Ashford, where it is joined by another considerable stream, which also bears the name of Stour, and which rises on the Downs, eastward of Mount Morris; hence it pursues a north-westwardly course through a portion of the Weald of Kent, and south of Mersham Hatch, the seat of Sir E. Knatchbull, to the junction at Ashford. From hence the united streams pursue a northerly course through one of the most fertile vallies of this delightful county, by Godmersham Park, Chilham Castle, and Chartham, to the city of Canterbury, where the river becomes navigable. From this place its course is north-eastwardly, by Fordwich, to near Sarr, below which place the Little Stour or Seaton Navigation falls into it; hence pursuing a course nearly east, until within three quarters of a mile of the sea at Sandwich Haven, from which point, however, by the line of the river, it is upwards of seven miles, in consequence of the circuitous course it takes by Sandwich to the above haven, in Pegwell Bay. To obviate this, however, a cut, called Stonar Cut, has been made between the channels, which takes off a considerable portion of this circuitous route by Sandwich.

The Stour is a very ancient navigation, as we find an act in the 6th year of the reign of Henry VIII. entitled,  'An Act concerning

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132  'the River at Canterbury,'  but whether it was the one under which the river was originally made navigable, is a question we have not the means of deciding upon. The act above-recited is, however, the act under which the navigation has been managed, until the early part of the present reign, though the royal assent was given to an act, on the 10th of June, 1811, (51 George III.) for the purpose of superseding the upper portion of this navigation, which is entitled,  'An Act for making a Harbour and Wet Dock, at or near St. Nicholas' Bay, in the parish of St. Nicholas, and all-Saints, in the Isle of Thanet, in the county of Kent, and for making a navigable Canal,from the said Harbour, to the City of Canterbury,'  but, of these proposed works, no portion has ever been carried into execution.

As this river, in its present state, and the haven of Sandwich, had become very inadequate to the trade of Canterbury and Sandwich, a company, consisting of four hundred and forty-nine persons, amongst whom were the Earl of Darnley, Lord Viscount Teynham, and Sir E. W. Campbell Rich Owen, Sir Gerard Noel, Sir William Kay, Admiral Sir John Knight, and Sir Robert Farquhar, obtained an act, entitled,  'An Act for improving the Navigation of the River Stour, and Sandwich Haven,from the City of Canterbury to the Town and Port of Sandwich, in the county of Kent; and for making and maintaining a New Haven from the said Town and Port of Sandwich to the Sea, and a Harbour on the Sea Shore;'  by which the above persons were incorporated under the name of "The Canterbury Navigation and Sandwich Harbour Company."

The improvements contemplated under this act consist chiefly of a canal or harbour, 8 feet deep, from the Small Downs, commencing between the Batteries, Nos. 1 and 2, to the River Stour, at Sandwich, which is in length, from the end of the proposed jetty, two miles, four furlongs and five chains; from thence the navigation is continued in the old course of the river, sixteen miles and five chains, to Fordwich, where there is a lock rising 6 feet; from hence to the tail of Abbott's Mill, Canterbury, the length is two miles and a quarter, including three short cuts, together amounting in length, to one mile, one furlong and seven chains; half a mile from Canterbury there is another lock of 6 feet rise.

At the end of the canal, in the Downs, where the spring


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Rh tide rises 18 feet, there is to be a jetty 1000 feet in length. Basins are to be constructed at Sandwich, and Abbott's Mill, Canterbury. At the latter place the surface of the navigation will be 27 feet above low water spring tides, and 9 feet above high water.

The total length of the navigation, when improved, will be twenty miles, six furlongs and eight chains; the estimate for which was made by Mr. James Morgan, civil engineer, and amounted to the sum of £70,657, 13s. 7d.

The company have power to raise among themselves, for the above purposes, the sum of £100,000, in four thousand shares of £25 each, and in case the above sum is insufficient, power is given to raise an additional sum of £40,000, by mortgage of the undertaking; half of which sum may be raised by way of annuity, or they may borrow, at their option, the above sum of £40,000 of the Exchequer Bill Commissioners.

The improved navigation is to be under the management of directors, who have power to appoint a governor and deputy. The present navigation, however, is not to be interfered with until the harbour and the cuts from Fordwich to Canterbury are finished.

The new harbour and haven of Sandwich to be considered as within the liberties of the town and port of Sandwich and the Cinque Ports; and that the lord warden of the Cinque Ports, the constable of Dover Castle, and the mayor, jurats, and commonalty of Sandwich, &c. are to have jurisdiction in the same manner as before exercised by them over the old haven and harbour of Sandwich.

By an act of 32nd George III. entitled,  'An Act for the Maintenance and Improvement of the Harbour of Ramsgate, in the county of Kent, and for cleansing, amending, and preserving the Haven of Sandwich, in the said county,'  the corporation of Sandwich are entitled to the annual sum of £200, for the purpose of preserving Sandwich Haven, and which is by the act of the 6th of his present Majesty directed to be applied, with the same object, on the works of the new haven.

The company of proprietors are directed to invest £5,000 in the three per cents, as a security for the due execution of the works hereby authorized, and this sum, and the dividends arising from it, is to remain until it accumulate to £20,000.


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HARBOUR DUES ON THE TONNAGE OF VESSELS FREQUENTING THE PORT AND RIVER.
There is an exemption in favour of vessels belonging to the port of Arundel, in Sussex, which are made free of the harbours, ports, and havens of Dover, Rye, Ramsgate and Sandwich, by authority of an act of 33rd George III. (see [PNRC0039.htm#PNRC029 page 29], under the head of Arun River.) The ships and vessels in his Majesty's service are also exempt from payment of these duties.

There is, also, a special clause relating to the rates to be paid by the owner or occupier of the corn mill, wharfs, and warehouses, situate on the Little Stour or Seaton Navigation, at Seaton, in the parish of Ickham, directing the harbour duties to be paid in full; but for the period of twenty-one years from the commencement of such rates, one-half only of the river rates are to be demanded for and in respect of all cargoes belonging to them, conveyed in barges drawing 3 feet 6 inches only, and loaded or discharged in the Little Stour or Seaton Navigation. The navigation here referred to has been made without application to parliament, and extends from Seaton to the Canterbury Navigation, into which it enters a little below Stourmouth. Its length is little more than six miles, and no part of it is more than 15 feet above low water spring tides.

Ships receiving or unlading goods upon any part of the sea coast, between Cliffs End, in the parish of St. Lawrence, in the Isle of Thanet, and Sandown Castle, are liable to the aforesaid tonnage duties.


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Rh

When the works, contemplated under the last act, are carried into execution, they will tend greatly to improve the city of Canterbury and port of Sandwich, as hitherto, the haven of Sandwich, by reason of the shifting of the channel of the Stour, through the sands in Pegwell Bay, has been very unsafe for vessels of considerable burthen.

The importance of a harbour in the Downs was felt so early as the time of Edward VI. in which reign an attempt was made to form one near Sandwich; again in Elizabeth's reign; and, in 1744, an estimate for this purpose was laid before the Honourable the House of Commons, which amounted to the sum of £389,168, 13s. 2d. exclusive of land.

This scheme, however, was abandoned, and ultimately the excellent harbour at Ramsgate was proposed.

This is situate three miles to the northward of Sandwich Haven, and is the only secure harbour, in case of storm, on this part of the coast.

The celebrated piers which form it were begun in 1749, and are built entirely of Portland and Purbeck Stone.

The east pier extends, southerly, 800 feet into the sea; it then turns to the west, exhibiting a front, to the Downs, of a polygonal form of five sides, each 450 feet in length.

From the end of this an advanced pier, of 400 feet in length, was added to it by Mr. Smeaton, and at right angles with this, is the termination of the west pier, of nearly similar form and dimensions, leaving an entrance into the harbour of 200 feet in width.

The area enclosed from the sea is forty-six acres, and a basin has been subsequently formed, under the direction of the last mentioned engineer, at the upper end, by which the tide water can be so penned up, that when at low water the sluices are drawn, it has the effect of scouring out the silt which collects in the outer harbour.


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136

THE FOLLOWING SCHEDULE OF HARBOUR AND RIVER RATES,
On Cargoes, Wharfage, and Charges on Goods warehoused in the Harbour or on the Line of Navigation, are granted by this Act.


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THE SCHEDULE OF HARBOUR AND RIVER RATES CONTINUED.
The Rates for Wharfage. as per annexed Schedule, are to be paid for any Time not exceeding the First Twenty-four Hours, and an additional Rate or Duty, to the same Amount, for every Forty-eight Hours beyond the First Twenty-four Hours, or for any shorter Period of Time after the first Twenty-four Hours, or after any one complete Term of Forty-eight Hours.

The warehousing Rates are to be paid for any Time not exceeding the First Twenty-four Hours, and at the same Rate per week after that Term.

Vessels of less Burthen than Twenty-five Tons, Or with less Burthen of Goods than Twenty Tons, not to pass Locks without leave.

CANTERBURY AND WHITSTABLE RAILWAY.
6 George IV. Cap. 120, Royal Assent 10th June, 1825.

7 & 8 George IV. Cap. II, Royal Assent 2nd April, 1827.

9 George IV. Cap. 29, Royal Assent 9th May, 1828.

THIS railway commences in Whitstable Bay, directly opposite the eastern point of the isle of Sheppey; from whence it pursues a southerly course through Clowes Wood, and by the village of Blean; thence parallel with the west side of the park at Hales


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 Place, (the seat of Sir Edward Hales, Bart.) by the village of St. Stephen's, to St. Dunstan's, near the city of Canterbury. The length of the original line was six miles, one furlong and three chains, and the estimate for making it was made by Mr. John Dixon, and amounted to the sum of £29,400.

A company, consisting of twenty-four persons, (amongst whom were Sir Henry Montresor, K.C.B. and General Ramsay,) obtained an act in 1825, entitled, An Act for making and maintaining a Railway or Tramroad from the Sea Shore at or near Whitstable, in the county of Kent, to, or near to, the city of Canterbury, in the said county, by which they were incorporated by the name of "The Canterbury and Whitstable Railway Company," with power to raise among themselves the sum of £31,000, in shares of £50 each, (of which £25,000 was subscribed before going to parliament,) with unlimited power, under the act, for borrowing any additional sum on mortgage of the undertaking.

TONNAGE GRANTED BY THIS ACT.
Fractions to be taken as for a Quarter of a Mile, and as for a Quarter of a Ton.


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WAREHOUSING RATES.
And the like Sum of One Penny and Two-pence, respectively, per Ton, for every further Seven Days so remaining on Wharf or in Warehouse.

In 1827, the company again applied to parliament and obtained an act, entitled, An Act to authorize the Company of Proprietors of the Canterbury and Whitstable Railway, to vary the Line of the Railway, to raise a further Sum of Money for completing their Works, and to alter and enlarge the Powers of the Act passed for making and maintaining the said Railway, in the preamble of which it is stated, that this measure was necessary in consequence of the unexpected cost of a tunnel, and the insufficiency of the sum appropriated by the original estimate for the purchase of the land required. By this act power is given to alter the line of the railway, so that instead of terminating at St. Dunstan's, nearly three quarters of a mile from Canterbury, it now comes directly to the North Lane, adjoining the River Stour, on the north side of the city. The deviation line is three quarters of a mile in length, on one inclined plane, with 92 feet fall, and the estimate for making it amounts to £5,000. It is fifteen chains longer than the part abandoned, so that the total length of the line will be now six miles, two furlongs and eight chains. The company also obtained power to make two short branch railways or cart roads; one to St. Dunstan's Street, and the other across the Stour, to Pond Lane and St. Peter's Lane, in the city.

ADDITIONAL RATES,
To be taken for the Use of the Quays, &c. are granted by this Act, as follows:-

The Commissioners for Paving and Lighting the City of Canterbury have, under the Powers of an Act of the 27th George III, a Claim of One Shilling per Chaldron or Ton on all Coke, Coal, or Cinders brought into or within Three Miles of the said City; a Clause is, therefore, inserted in this Act, securing to them the same Tonnage on all the ahove-mentioned Articles brought by means of this Railroad, to cease, however, when the Sum of £4,000, which was borrowed to carry the Act of the 27th George III. into Execution, is paid off.


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For the purpose of carrying into effect these extra works, the proprietors are empowered to raise among themselves, or by the admission of new subscribers, the further sum of £19,000, or they may borrow the same of the Exchequer Bill Commissioners, on the credit of the undertaking. Seven years are allowed for making the railway.

In the year following the passing of the last-recited act, the company had again recourse to parliament, and on the 9th May, 1828, the royal assent was given to an act, entitled, An Act to authorize the Company of Proprietors of the Canterbury and Whitstable Railway, to raise a further Sum of Money for completing the Undertaking; and for enlarging and amending the Powers of the Acts passed for making and maintaining the said Railway and Works connected therewith, in the preamble of which it is stated, that no part of the £19,000 they were authorized to raise under the last-recited act, has been obtained; the clause authorizing this is therefore repealed, and power is given to raise £40,000 among themselves, or by the admission of new subscribers, or they may borrow it on mortgage of the rates and duties.

The object of this railroad is to facilitate the conveyance of merchandize in general between London, and other places on the Thames, and Canterbury, which will, doubtless, improve the trade of the last-mentioned place, and beneficially affect the commercial and agricultural interests of its vicinity; and as the proprietors have power to construct piers at Whitstable, (though restricted to 900 feet in length,) it will have the effect of rendering that hitherto exposed bay, a safe and commodious haven; than which, nothing will more directly tend to the advancement of trade in its vicinity.

CARLISLE CANAL.
59 George III. Cap. 13, Royal Assent 6th April, 1819.

THIS canal commences on the eastern side of the city of Carlisle; from thence, taking a north-westwardly course, it twice crosses the site of the ancient Picts Wall; whence, continuing by Kirkandrews, to Wormanby, it takes a westerly direction, running


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Rh parallel with, and on the south side of, the Picts Wall, by Burgh; thence across the marshes bordering the Solway Firth, by Drumburgh Castle and Glasson, to the Firth, into which it falls at Fisher's Cross, near Bowness. The length is eleven miles and a quarter, with a rise of 10 feet by nine locks. From Carlisle, where there is a commodious basin, the canal continues on one level four miles; in the next mile and a quarter there is a fall of 46 feet by six locks; thence to Fisher's Cross is level, and into the sea there is a fall of 24 feet by three equal locks of 8 feet each, with basins between them, called the Upper and Lower Solway Basins. The first basin from the sea is on a level with high water at lowest neaps; and the long pool, or level, of the third lock is 6 inches above an extraordinary tide (15 feet 6 inches above high water at lowest neaps) which occurred in January, 1796.

The estimate for this canal and basins was made by Mr. W. Chapman, of Newcastle-upon-Tyne, and amounted to the sum of £73,392. The act for making it is entitled,  'An Act for making and maintaining a navigable Canal from, or from near, the city of Carlisle, to the Solway Firth, at or near Fisher's Cross, in the parish of Bowness, in the county of Cumberland,'  by which the proprietors, consisting of three hundred and four persons, amongst whom were the Earl of Lonsdale, Lord Viscount Lowther, Sir James Graham, Sir William Musgrave, Sir Hew Dairymple Ross, and Sir Joseph Dacre Appleby Gilpin, were incorporated by the name of "The Carlisle Canal Company." The canal is supplied with water from the Rivers Eden and Caldew, and from a reservoir on the south side of the canal, in the parishes of Grinsdale and Kirkandrews-upon-Eden; and the company were authorized to raise £80,000 among themselves, in sixteen hundred shares of £50 each, with an additional sum of £40,000 among themselves, or by the admission of new subscribers, or on mortgage of the undertaking, or upon promissory notes under the common seal of the company. The work is under the management of a committee of nine proprietors, possessed of at least ten shares each, who are chosen annually.

The object of this canal was to form a communication between the sea and the city of Carlisle, shorter and safer than the navigation of the Solway Firth and the River Eden afforded, and to


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142 facilitate the conveyance of lime, coal and general merchandize to and from the said city. Having been now some time finished, its advantages are duly felt; and when the railway, proposed between Newcastle and Carlisle, (for the making of which an act received the royal assent during the last session of parliament,) is effected, it will materially increase the revenues derived from this undertaking.

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

Vessels passing through Locks to pay for Forty Tons, whether they have as much or not, provided there is sufficient Water for such a Weight.

WHARFAGE RATES.
Forty Cubic Feet of Light Goods to be deemed a Ton.

CARDIFF CANAL.
(SEE /Glamorganshire Canal.)

CARMARTHENSHIRE RAILWAY.
42 George III. Cap. SO, Royal Assent 3rd June, 1802.

THIS railway commences from the River Bury, near a place called The Flats, in the parish of Llanelly, and takes a northerly direction by Stradey Furnace, and up the valley of the Lliedi or Morfa Bach River, by Pandyback and Gynhydre Farm; thence, in an easterly course, crossing the Gwendraeth Faur River, 'to Castell-y-Garreg Limestone Quarries, in the parish of Llanfihan-gel-Aberbythich. It is in length sixteen miles; and upon the line, for the purpose of carrying the same on a more gradual inclination, are many deep cuttings and embankments; among


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Rh the latter is one near Munydd Maur, composed of upwards of forty thousand cubic yards of earth, &c. At its termination, in Bury River, there is a dock for the reception of shipping. These works were projected and laid out by Messrs. Barnes and Morris, civil engineers, in 1801.

The act, under authority of which this railroad was executed, received the royal assent on the 3rd June, 1802, and is entitled,  'An Act for making and maintaining a Railway or Tramroad, from, or from near, a certain place called The Flats, in the parish of Llanelly, in the county of Carmarthen, to, or near to, certain Lime Works called Castell-y-Garreg, in the parish of Llanfihan-gel-Aberbythich, in the said county; and for making and maintaining a Dock or Basin at the termination of the said Railway or Tramroad, at or near the said place called The Flats.'  The subscribers, at the time the act was obtained, were fifty-seven in number, who were incorporated by the name of "The Carmarthenshire Railway or Tramroad Company," and authorized to raise among themselves, for the purposes of this act, the sum of £25,000, in two hundred and fifty shares of £100 each; and if this is insufficient, a further sum of £10,000 may be raised among themselves, or by the admission of new subscribers, or by mortgage of the rates.

RATES OF TONNAGE ON THIS RAILWAY.
Fractions to be taken as for a Quarter of a Mile, and as for a Quarter of a Ton.

DOCK DUES.
Goods shipped in this Dock, which have not paid One Penny per Ton, on the Railroad, to make good this Deficiency, in addition to the usual Charge of Dock Dues.

TOLLS FOR HORSES OR CATTLE PASSING ON THE RAILWAY.
One Hundred and Twenty Pounds to be deemed a Hundred Weight for the Purposes of this Act.


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144

The work to be managed by a committee, under the control of the general meetings.

The chief object of this railway, is to convey for shipment the produce of the several lime-stone quarries, collieries, and iron-stone mines, which abound in its immediate vicinity.

CARRON RIVER.
THE source of this river is among the Campsie Hills, whence it takes an easterly direction by the villages of Denny, Larbert, and Carron Shore, to the River Forth, into which it falls near the termination of the Forth and Clyde Canal. As this river is in the tideway, and no act has ever been passed relating to it, and therefore free of toll, it is noticed chiefly on account of the celebrated Carron Iron Works, situate in its vicinity, the supply of which with coal and iron-stone, and the export of the manufactured article, constitute the principal trade on this navigation, which is only three miles in length. Vessels drawing 7 to 8 feet may get up at neap tides.

CART RIVER.
26 George II. Cap. 96, Royal Assent 7th June, 1753.

27 George III. Cap. 56, Royal Assent 21st May, 1787.

THIS river, (which is sometimes called the White Cart,) has its source on the north side of the mountains which separate the counties of Renfrew and Ayr, from Lanarkshire; from whence it takes a northerly course by Eaglesham and Cathcart, to which place it forms the division between the last-mentioned county and Renfrewshire. From Cathcart it proceeds directly to Paisley, from thence, northward, by Inchinnan, to the Clyde. From the Clyde to Paisley the length is about five english miles, and as this river was navigable to the latter place only at high water, spring tides, an act was obtained in 1753, for tile purpose of improving it, which act is entitled,  'An Act for laying a Duty of Two Pennies Scots, or One Sixth Part of a Penny Sterling, on every Scots Pint of Ale and Beer, which shall be brewed for Sale, brought


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Rh  'into, tapped, or sold, within the town of Paisley and liberties thereof, in the county of Renfrew, for improving the Navigation of the River Cart, and for other Purposes.'  The magistrates and town council of the burgh of Paisley, are appointed trustees for carrying this act into execution, with power to borrow any sum of money, for this purpose, on security of the duties hereby authorized to be collected. In the 27th of the reign of his late Majesty, another act was obtained, entitled, ' An Act for enabling the Magistrates and Town Council of Paisley, to improve the Navigation of the River Cart, and to make a navigable Cut or Canal across the Turnpike Road, leading from Glasgow to Greenock,'  in the preamble of which it is stated to be impassable, excepting for small boats, in spring tides. By this act, power is given to the parties mentioned in the title, to deepen the river from Snedda Bridge, and make a side cut for the purpose of passing Inchinnan Bridge, so that vessels drawing 7 feet, may, in ordinary spring tides, navigate the whole length. The canal not to be more than nine hundred yards in length; to be 7 feet deep, and 54 feet in width.

TONNAGE RATES.
For any Article carried no higher than Knockford, half Toll only to be paid.

EXEMPTION FROM TOLL.
All Goods not brought into the navigable Cut, or past the Mouth of the Black Cart River, which falls into this Navigation, near Inchinnan.

Dung, Lime, Marl, or other Manure, belonging to any Owner or Occupier of Lands, within Five Miles of the River, is also free of Toll.

Commissioners are appointed to carry the act into execution, and are empowered to lessen the duties, and particularly that on coals, so soon as the money is borrowed for the purposes of this act; the power for which is vested in the magistrates and town council, who may take up the sum of £3,000 on the security of the tolls and duties granted by the act.

As the burgh of Paisley, by its successful manufactures, has become a place of considerable population, the navigation of the Cart, from the tideway of the Clyde, is of the first importance;


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146 and, from the facility with which coal can be brought up, and merchandize exported, has been one of the principal means in bringing this place to its present flourishing condition.

CHELMER AND BLACKWATER NAVIGATION.
6 George III. Cap. 101, Royal Assent 6th June, 1766.

33 George III. Cap. 93, Royal Assent 17th June, 1793.

THE River Chelmer has its source near Thaxsted, in Essex, from whence it pursues a southerly course, by Dunmow, to Chelmsford, where the navigation commences. Its course from Chelmsford is directly east, to near Maldon, where it joins the Blackwater, by which name the wide estuary, opening into the sea at Sales Point, is designated.

When the design was first promulgated for making the Chelmer navigable, Mr. Smeaton was directed to examine its course, and he accordingly reported upon it in June, 1762. He recommended a canal of thirteen miles in length, instead of rendering the channel of the river the site of the navigation, and his estimate for this amounted to £16,697.

Four years after Smeaton had viewed and reported as above, an act was obtained, entitled,  'An Act for making the River Chelmer navigable from the Port of Maldon, to the town of Chelmsford, in the county of Essex,'  by which, commissioners, consisting of the principal inhabitants of the country through which it passed, or any seven of them, were appointed to carry the powers of the act into execution. Twelve years were allowed for finishing the necessary works, but no portion was to be commenced until an advance of twenty-five per cent, had been made upon the sum of £13,000, which the commissioners were authorized to borrow. Under this act, however, it appears that little or nothing was done; but a new company, (twenty-seven years after the date of the former act,) consisting of one hundred and forty-seven persons, (amongst whom were Lord Petre, the Hon. R. E. Petre, the Hon. G. Petre, Sir John Jervis, K.B. and Sir John Henniker, Baronets,) obtained an act in the year 1793, entitled,  'An Act for making and maintaining a navigable Communication between


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CHELMER AND BLACKWATER NAVIGATION.  'the town of Chelmsford, or some part of the parish of Springfield, in the county of Essex, and a place called Colliers' Reach, in or near the River Blackwater, in the said county.'  They were incorporated under the name of "The Company of Proprietors of the Chelmer and Blackwater Navigation," and empowered to raise among themselves the sum of £40,000, in four hundred shares of £100 each, and in case that sum be insufficient, they may raise an additional £20,000, either among themselves, or by the admission of new subscribers, or by mortgage of the undertaking, or by granting annuities. Under this company, the Chelmer and Blackwater Navigation, as it now is, was completed. The total length, from the basin at Chelmsford to the tideway at Colliers' Reach, is a little more than thirteen miles and a half, viz. from the head of the navigation to Beleigh Mill, above Maldon, is ten miles and seven furlongs, with a fall of 59 feet 5 inches; from Beleigh Mill, by a cut, to the Blackwater, and by the course of that river, to Heybridge, is one mile and one furlong, with a fall of 7 feet 3½ inches; and from thence, by canal, to the basin at Colliers' Reach, opposite Northey Isle, one mile and five furlongs, with a fall, to low-water-mark, in the basin, of 12 feet 8½ inches. From Colliers' Reach, the length of the estuary of Blackwater River, where it falls into the sea opposite Sales Point, is nearly eleven miles. The spring tides flow 8 feet at Maldon Bridge, so that vessels of considerable burthen can enter that port at those times; but at neaps it only flows 1 foot The basin at Colliers' Reach was executed under the direction of Mr. John Rennie, and was opened in the early part of 1796.

EXEMPTION FROM TOLL.
Stone, Gravel, and Sand, for the repair of Roads, (not being Turnpike), in any Township through which this Navigation passes, and which shall not be carried more than Five Miles, provided they do not pass a Lock, except at such Times as when the Water flows over the Gauge, Paddle, or Waste Weir of the Lock.


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148

For the Purposes of this Act, Sixteen Cubic Feet of Stone, Ten Yards Square of Flag-stone (from One Inch and a Half to Three Inches Thick,) Ten Yards of Lineal Curb Stone (from Eleven to Thirteen Inches wide and from Five to Seven Inches Thick,) Fifty Cubic Feet of Round, or Forty Cubic Feet of Square Oak, Ash or Elm Timber, or Fifty Cubic Feet of Fir, or Deal, Balk, Poplar, or other Timber Wood, shall be deemed One Ton Weight.

Millers upon this Navigation are restrained from drawing their Mill Ponds more than Twenty-one Inches below the Height of a full Pond.

Vessels under Twenty Tons not to pass Locks without leave, or without paying for Tonnage to that Amount.

WHARFAGE RATES.
Goods or Merchandize remaining on the Quays or Wharfs, not more than Twenty-four Hours, are exempt.

Coal is likewise exempt from Wharfage Rates.

The chief object of this navigation is the supply of Chelmsford, and the interior of Essex, with coal, deals, timber, and groceries, and for the export of corn and other articles which this agricultural district produces.

CHESTER CANAL.
(SEE ELLESMERE AND CHESTER CANAL NAVIGATION.)

CHESTERFIELD CANAL.
11 George III. Cap. 7.5, Royal Assent 28th March, 1771.

THIS canal commences in the tideway of the Trent, at Stockwith, in Nottinghamshire, near to the place where the navigable River Idle falls into it, about four miles below Gainsborough. Its course is nearly west for six miles, passing round to the north of Gringley Beacon, whence it pursues a southerly course, to East Retford; thence, westward, by Worksop, to Shire Oaks, where it enters the county of York; when passing south of the village of Wales, and entering Derbyshire, it proceeds, in a southerly course, along the east bank of the River Rother, through a country abounding in coal, to Chesterfield, where it terminates. Its length is forty-six miles. From the Trent to Worksop it is twenty-four miles, with a rise of 250 feet; from thence, to the summit, at


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CHESTERFIELD CANAL. the tunnel near Harthill, nine miles, with a rise of 85 feet, being a total rise of 335 feet From the summit to Chesterfield, the distance is thirteen miles, with a fall of 45 feet. The number of locks is sixty-five. Between Wales and Harthill there is a tunnel two thousand eight hundred and fifty yards in length; it is in width 9¼ feet, and 12 feet high. Near Gringley Beacon is another tunnel one hundred and fifty-three yards in length. Between the long tunnel and Chesterfield, many individuals have laid down private railways, for the purpose of transporting the production of the mines and iron-works in that district.

This navigation was projected by Mr. Brindley, in 1769, but before any application was made to parliament for authority to carry it into execution, Mr. Grundy was directed to view the intended line of canal, upon which he reported in August, 1770. His proposal was to carry the line of canal from Stockwith, in nearly a straight course, to Bawtry, and from thence, by Scrooby, Blyth, and Carlton, and to join Brindley's line at the Shire Oaks.

Mr. Brindley's estimate was £94,908, 17s. and the length, according to the original plan made by Mr. Varley, is forty-four miles, six furlongs and eight chains and a half, and Grundy's estimate, by his proposed alteration, is £71,479, 6s. 9½d. being less by £23,429, 10s. 2½d. and shorter by nearly five miles and a half; yet, notwithstanding the apparent advantages of Grundy's line, such confidence had the proposed company in Brindley's designs, that they applied to parliament and obtained an act to enable them to carry his scheme into execution; it is entitled,  'An Act for making a navigable Cut or Canal from Chesterfield, in the county of Derby, through or near Worksop and Retford, to join the River Trent, at or near Stockwith, in the county of Nottingham.'  The proprietors, at the time the act was obtained, consisted of one hundred and seventy-four persons, amongst whom were the Most Noble the Dukes of Devonshire and Newcastle, Lord Scarsdale, the Dean of York, and Sir Cecil Wray, Bart. who were incorporated by the name of "The Company of Proprietors of the Canal Navigation from Chesterfield to the River Trent," and empowered to raise among themselves the sum of £100,000, in one thousand shares of £100 each, for the purpose of carrying the same into execution, but the canal was not to be begun until the


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 whole sum was raised; and in case the above sum was insufficient, they might raise among themselves, or by the admission of new subscribers, or by mortgage of the rates and duties, the additional sum of £50,000. The work to be managed by a committee, under the control of the general assembly. The act, which is very long, contains many clauses for the protection of private property; particularly such as belong to the Dukes of Norfolk and Leeds, and Lord Byron. Immediately on the passing of the act, the works were commenced, under the direction of Mr. Brindley, and so continued until his death, in September, 1772, when they were conducted and finished by Mr. Henshall, his brother-in-law, in 1776. From the Trent to Retford, the canal is constructed for vessels of fifty to sixty tons burthen; the remaining portion is for such as carry about twenty tons only.

EXEMPTION FROM TOLL.
Hay, and Corn in the Straw, not sold, but to be laid up in the Outhouses of the Owner; Small Rubbish or Waste Stones, Gravel and Sand for the repair of Roads, (not being Turnpike) in any Township through which the Canal passes, and which shall not be carried more than Five Miles.

Dung, Soil, Marl, Ashes of Coal and Turf, for the Improvement of Lands lying in any Township through which the Canal will pass, and belonging to Persons whose Lands may be taken for the Canal, provided these excepted Articles do not pass a Lock, except when the Water is running over the Gauge or Niche of the Lock.

If any Iron, Iron-stone, Coals, Lime for the Improvement of Lands, or other Goods whatsoever, remain on the Wharfs longer than Twenty-four Hours, then such additional Rate to be paid as may be agreed upon.

Fifty Feet of Round, or Forty Feet of Square Oak, Ash, or Elm Timber, or Fifty Feet of Fir, or Deal, Balk, Poplar, and other Timber Wood, shall be deemed One Ton.

A Ton of Coal or Limestone to be Twenty-two Hundred Weight of One Hundred and Twelve Pounds each.

Vessels under Twenty Tons not to pass Locks without leave unless they pay for that Weight.

RATE,
To be received by any Lord of the Manor or Owner of Land who may erect Wharfs.

For every description of Goods or Merchandize for a period less than Six Days 3d per Ton.


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CLARENCE RAILWAY.

Up to the year 1789, the whole of the works had cost about £152,400, and the following is a statemeat of the income and expenditure of that year:-

INCOME AND EXPENDITURE.
Upon which a Dividend of One per Cent. only was paid, amounting to £990.

A tolerable idea of the traffic upon this canal, at that period, (forty years ago) may be formed, from the following return of tonnage made by the proprietors, in 1789.

RETURN OF TONNAGE.
Upon which the Duties and wharfage amounted to £8,303 9s. 6d.

Sixteen years after this period the proprietors divided six per cent, and the undertaking has been gradually improving.

The chief objects of this canal are the export of coal, lime, and lead from Derbyshire, and, of the produce of the iron furnaces in the neighbourhood of Chesterfield; and corn, deals, timber, groceries, &c. on the other hand, are conveyed into the county of Derby.

CLARENCE RAILWAY.
9 George IV. Cap. 61, Royal Assent 23rd May, 1828.

10 George IV. Cap. 106, Royal Assent 1st June, 1829.

THE line of railway contemplated by the act of 9th George IV. commenced at the River Tees, near Havertoa Hill, about four miles north-east of Stockton, and proceeded in a westerly direction,


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152 crossing the Sunderland Road three miles north of Stockton; thence, by the village of Carlton, and across the Little River Skern, to Sim Pasture, where it was intended to join the Stockton and Darlington Railway, at the point between the 17½ mile post and the 17½ post from Stockton. A branch was intended from Sim Pasture to the Deanery Estate, near Bishop Auckland; but this was not to be made without the consent of the Earl of Eldon; another from How Hills, by Great Chilton, to Broom Hill; and one other branch from Harrowgate House to Brown's Bridge, near Stockton.

The line was laid out by Mr. Edward Steel; and he estimated the cost (including an inclined plane upon the Deanery Branch, and a steam engine for the Broom Hill Branch) at £98,113. The data for the estimate was a single railway, with one-sixth for passing places.

To carry these railways into execution, a company, consisting of fifty-eight persons, amongst whom was Sir William Foulis, Bart applied to parliament, and obtained an act, in 1828, entitled,  'An Act for making and maintaining a Railway from the River Tees, near Haverton Hill, in the parish of Billingham, to a place called Sim Pasture Farm, in the parish of Heighington, all in time county of Durham, with certain Branches therefrom,'  by which they were incorporated as "The Company of Proprietors of the Clarence Railway." They were empowered to raise among themselves the sum of £100,000, (of which £80,000 was raised before the act was obtained) in one thousand shares of £100 each; the whole of which was to be subscribed before the work was commenced. An additional sum of £60,000 may be raised, on mortgage of the rates, if necessary.


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TONNAGE RATES ALLOWED BY THIS ACT.
Fractions to be taken as for a Quarter of a Mile, and as for a Quarter of a Ton.

Six years were allowed for the execution of the works; but upon its being ascertained that the line might be materially improved, an application was made in the following session of parliament for an act to enable the company to make the alterations contemplated, which act is entitled, An Act to enable the Clarence Railway Company to vary and alter the Line of their Railway, to abandon some of the Branches thereof, and to make other Branches therefrom; and for altering, amending, and enlarging the Powers of the Act passed for making and maintaining the said Railway. Under the powers of this act, the company are authorized to commence with the main line from Samphire Beacon, in the parish of Billingham, instead of Haverton Hill, and continue it to Sins Pasture, with some deviations from the original line. The Broom Hill Branch, and that to Brown's Bridge, near Stockton, are abandoned, and in lieu, one is to proceed from near Stillington, to the city of Durham; another from the main line at the Old Durham and Yarm Road, to the River Tees, at Stockton; another out of the City of Durham Branch, at Ferryhill, to the lime and coal works at Sherburn; and another to Byer's Green, from the same point of the City of Durham Branch from whence the Sherburn Branch proceeds. There is another from the City of Durham Branch, which is very short, called the Chilton Branch. The power given in the first act to make the Deanery Branch remains unrepealed.

The total rise of the main line, from high water in the Tees to Sim Pasture, is 306 feet. The City of Durham Branch leaves the main line at a distance of little more than ten miles from its commencement, and at an elevation of 208 feet.


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To its summit, within two miles of Durham, it attains an elevation, from high water, of 278 feet; from thence, to the River Wear, there is a fall of 163 feet; thence, to Durham, it is level. At the distance of five miles and three quarters from the commencement of the last-mentioned branch, the Chilton Branch leaves it, at an elevation of 262 feet, and rises 40 feet; upon the same level, at the distance of about seven miles and a half, the Sherburn and Byer's Green Branches proceed from it; the first of which rises 72 feet, and the latter 115 feet.

On the line of the City of Durham Branch, where it crosses the River Wear, a cast iron bridge is intended, of one arch, of 100 feet span, and 35 feet above the surface of the river.

The estimates, under the last act, for this railway and branches, were made by Mr. Leather, of Leeds, civil engineer, in February, 1829, and are as follow:-

ESTIMATES FOR THE RAILWAY AND BRANCHES.
The company are empowered to raise the sum of £100,000, in addition to the sums of £100,000 and £60,000, authorized in time preceding act; which two latter sums may be borrowed on


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 bonds under the common seal, or by mortgage of the undertaking, on security of the rates and duties. They are further empowered to purchase sixty acres of land, in such place as the company shall deem most eligible, for the erecting and constructing of yards, staiths, wharfs, quays, landing places, and other conveniences for the loading and unloading of vessels.

RATE,
In addition to the Tolls allowed by the former Act.

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

Clauses are introduced in the act to restrain the company from the use of locomotive engines, on that part of the City of Durham Branch which passes through the townships of Mainforth and Chilton, or on the Byer's Green Branch, passing through the township of Whitworth, without the consent of the respective land owners, which clauses, if enforced, may act prejudicially to the interests of the company should locomotive engines come into general use.

This railway (which, with its branches, is the longest for which parliamentary sanction has ever been obtained, with the exception of the Newcastle-upon-Tyne and Carlisle Railway) is directed to be carried into execution, by a committee of eighteen proprietors, who are allowed six years, from the date of the last-recited act, for this purpose. The Deanery Branch is not subject to this limitation, as it may be made any time after the consent of the Earl of Eldon is obtained.

Previous to the second application to parliament, it appears the company had it in contemplation to extend the Deanery Branch to the Stockton and Darlington Railroad at Bishop Auckland, and another branch, of nearly ten miles in length, from the City of Durham Branch to the Hagger Leazes Branch of the last-mentioned railroad, near St. Helen's Auckland, but these were subsequently abandoned,

The object of this undertaking is to open, more effectually, the valuable coal fields and limestone quarries to which the railway


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 and branches severally extend; and to afford a cheaper mode of conveyance to a place where the minerals can be conveniently shipped for exportation.

CLYDE RIVER.
32 Geo. II. C. 62, R. A. 2nd June, 1759.

8 Geo. III. C. 16, R. A. 24th Feb. 1768.

10 Geo. III. C. 104, R. A. 12th April, 1770.

14 Geo. III. C. 103, R. A. 5th May, 1774.

49 Geo. III.C. 74, R. A. 20th May, 1809.

6 Geo. IV. C. 117, R. A. l0th June, l825.

THIS noble river has its source on the northern side of Queensberry Hill, situate among that lofty range of mountains which separate the southerly point of the county of Lanark from Dumfrieshire. Its course is northerly, and very circuitous, passing Crawford and between the mountains of Tinto and Culter Fell, to near Pettinain, where, after changing to a south-westerly course for a few miles, it pursues a north-westerly course by Lanark and Hamilton, its stream being considerably augmented by the water of Avon, which here falls into it. Its course, which is now very crooked, continues by Bothwell and Rutherglen, to the city of Glasgow, where it becomes navigable; and hence by Govan and Renfrew, a little below which town it joins the navigable River Cart. From this point it gradually widens, and becomes a noble estuary, which at Port Glasgow is above two miles in width. From Gorbells Bridge, in Glasgow, the course of the Clyde to the Cart River is about seven miles; from thence to Port Dundas, where the Forth and Clyde Canal communicates with it, is nearly four miles and a half; from that place to Dumbarton Harbour, three miles; and thence, to Port Glasgow, five miles. The total length of the navigable part of this river, to where it falls into the Firth of Clyde, opposite the point of land on which is situate Roseneath, (the beautiful seat of the Duke of Argyle) is about twenty-five miles. This river was, originally, navigable at high water, spring tides, as far as Glasgow, but when trade and manufactures increased, the necessity of having a better navigation became so manifest, that the magistrates and city council of Glasgow, in 1759, obtained an act to enable them to improve it, which is entitled, 'An Act for improving the Navigation of the River Clyde to the city of Glasgow; and for building a Bridge cross the said


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 River, from the said city to the village of Gorbells. The improvements contemplated, were between Dumbuck Ford and the bridge at Glasgow; and consisted, chiefly, of a dam and lock at Merlin Ford, to deepen the water over the shallows toward the city; to carry which into execution, the act empowered them to borrow £20,000, on security of the following

EXEMPTION FROM TONNAGE AND KEELAGE DUTIES.
Any Vessel laden with Fish or other Provisions, Corn, Grain, Meal, Stones, Slate, or Coal, discharged at any of the Quays or Creeks within the Port of Glasgow, and open Boats under Fifteen Tons.

EXEMPTION.
Dung, Lime, Marl, and other Manure, carried in any Boat belonging to the Owner or Occupier of any Lands within Five Miles of the River; Sand, Clay, or Wood for the Use of any Deiph Manufactory; Brick, Kelp, Soapers Waste, or Broken Glass for the Use of any Glass Works in Glasgow; Wood, Iron-stone, or Iron-ore, Clay, Bricks and Lime-stone for the Use of any Company for making Pig or Bar Iron.

Vessels from Foreign Parts discharging or loading at the Quay of Glasgow, are liable only to the Last-mentioned Duties.

The act of 8th George III. is entitled, An Act for making and widening a Passage or Street, from the Salt Market Street, in the city of Glasgow, to St. Andrew's Church, in the said city; and for enlarging and completing the Church Yard of the said Church; and for making and building a convenient Exchange, or Square, in the said city; and also for explaining and amending an Act passed in the Thirty-second Year of his late Majesty,for improving the Navigation of the River Clyde, to the city of Glasgow; and for building a Bridge cross the said River, from the said city to the village of Gorbells; but it does not contain any clause relating to the navigation.


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In the preamble of the act of the 10th George III. it is stated, that instead of a lock and dam at Merlin Ford, a more efficient navigation may be effected, by contracting the channel of the river and dredging; and that, being apprehensive that the high tonnage and keelage duties would be prejudicial to trade, they are therefore repealed. The other tonnage rates are to be paid on all articles, as above, passing between Dumbuck Ford and Glasgow.

The river to be made with 7 feet water, at neap tides; and the quay to be repaired and enlarged, and the following quay duties are allowed to be taken.

THE BROOMIELAW QUAY DUTIES.
But these Duties are not to be applied to the Purpose of improving the Navigation.

For the Purpose of a more equitable payment of the Tonnage Duties, this Act divides the Clyde into Three Stages; the First terminates at Renfrew Ferry, the Second at Dalmuir Burn Foot, and the last at Dumbuck Ford. For the First Stage or any Part of it Four-sixths of the above Rate, and for the other Stages One-sixth each.

Fifty Feet of Round, or Forty Feet of Square Oak, Ash, or Elm Timber, or Fifty Feet of Fir, or Deal, Balk, Poplar, or other Wood, to be deemed a Ton.

The act of the 14th George III. entitled, An Act for explaining and amending an Act made in the Thirty-second Year of his late Majesty, for improving the Navigation of the River Clyde, to the city of Glasgow; and for building a Bridge cross the said River, from the said city to the village of Gorbells; and part of another Act, made in the Eighth Year of his present Majesty, for amending the said Act; and for repairing, widening, and enlarging the old Bridge cross the River of Clyde, from the city of Glasgow to the village of Gorbells, relates, chiefly, to the imposition of additional tolls and portages for the passage near the new bridge.

The act of the 49th George III. is entitled, An Act for explaining and amending Two Acts for improving the Navigation of the River Clyde to the city of Glasgow, in the preamble of which it is stated, that in consequence of some doubts which had arisen respecting the proper interpretation of such parts of the preceding acts as relates to the tonnage upon coal, some further explanation was necessary.


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TONNAGE RATES.
The Toll of Eight-pence per Ton on Coal to be paid until the 8th of July, 1810, and from that Period until the 8th of July, 1817, the Tonnage shall be Four-pence, when they shall entirely cease.

The Tonnage Rates upon Bricks, Lime, Limestone, and Pantiles, shall from and after the 8th of July, 1810, be diminished from One Shilling per Ton, to Sixpence, and so to continue until the 8th of July, 1817, when the Duty isto cease.

In addition to the Old Quay Duty of One Penny per Ton, a Rate of One Penny per Ton is to be levied on all Ships and other Vessels loading or unloading Coal, Bricks, Lime, Limestone, and Pantiles, at the Harbour of The Broomielaw.

This act, however, authorizes the lord provost, magistrates and city council of Glasgow, to make the Clyde 9 feet deep at neap tides, in every part of it between the bridge of Glasgow and the castle of Dumbarton. They are further empowered by this act to borrow £30,000, for the purpose of enlarging the harbour of Broomielaw, on security of the new rates and duties, the former sum having been paid off.

The last act relating to this navigation received the royal assent on the 10th of June, 1825, and it is entitled, An Act for amending Three Acts for enlarging the Harbour of Glasgow, and improving the Navigation of the River Clyde, to the said city; and for other Purposes therein mentioned, by which, power is given to make the navigation 13 feet deep, at neap tides, throughout its length; to enlarge the harbour of Broomielaw, and to extend the navigation to the south-east extremity of the public green of Glasgow. For the purpose of raising a fund for carrying these works into execution and discharging a debt of £54,350, 17s. 9d. contracted under the authority of the recited acts, they are empowered to collect the following additional rates and duties, and to borrow the sum of £100,000, on the credit of the undertaking.

RATES AND DUTIES.
The One Shilling Rate upon all Goods, Wares, and other Commodities, (with the Exception of the exempted Articles in the last-recited Act), to be increased One-third, if necessary, according to the Stages of the River.

Coal, Bricks, Pantiles, Freestone, Whinstone, and other Articles, a River Rate of Two-pence per Ton.

Lime and Limestone, Dung, Marl, and other Manure, as also Brick, Kelp, Sand, Soapers' Waste, or Broken Glass, for the Use of any Glass Works, in Glasgow are exempt from the above Rate.

NEW HARBOUR AND QUAY DUTIES.
For every Ship or other Vessel loading or unloading at the Quays, Two-pence per Ton.

Steam Vessels, for the Conveyance of Passengers, to pay only Half of the Duties for each Time beyond the First Arrival on the same Day.


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NEW HARBOUR AND QUAY DUTIES CONTINUED.
The Shed Duties for every Article are particularly specified, but as the enumeration of them would far exceed the Limits of our Publication, we refer the Reader to the Act. The highest Rates are Two-pence per Toii, and the lowest One Penny; and if those Duties shall, on an Average of Three Years, exceed fifteen per Cent, of the Cost of Erection, the Duties to be reduced until the Annual Revenue be fifteen per Cent.

For the Navigation of the River above The Broomielaw, a River Duty of Two-pence per Ton upon all Articles; but when the Annual Revenue, thus derived, exceeds £600, then the Duty to be reduced to One Penny per Ton; and, again raised to Two-pence per Ton if the Revenue should be below £600, or, the Proprietors may, at their option, take the full Produce of the One Penny Rate.

For the further Purpose of improving the Clyde Navigation, above the Harbour of Broomielaw, from and after the opening of the Communication, they are entitled to a further Duty of from Three-pence to One Shilling per Ton, as the Trustees shall determine, on all Wares and Merchandize whatever, navigating the said proposed Extension.

Coal brought downwards and unshipped at the Harbour of Broomielaw are exempt from the above Duty if not re-shipped.

Vessels and Goods passing up the River to the Quays of Glasgow are not liable to the Charges on the Extension to the East of the City.

For the more equitable Payment of the River Duties, the Clyde is again divided into Three Stages. The First Stage comprehends the space between the Harbour of Broomielaw and the Old Ferry of Renfrew; the Second Stage is between the last-mentioned Place and the Mouth of Dalmuir Burn; and the last extends to the Castle of Dumbarton; and the Rates and River Duties are to be paid on these Stages in the Proportion recited in the preceding Act.

None of the New or Additional Duties shall be paid on any Goods, Wares, or Merchandize, which shall pass from the Forth and Clyde Canal into any Part of the River lying Westward of Dalmuir Burn, (except Coal, which shall pay a Duty of One Farthing per Ton); and at the Expiration of Nine Years from the Date of this Act, the present Duty of Two-pence per Ton on all Goods (except Coal) conveyed on the lowermost Stage, on entering the Forth and Clyde, or vice versa, shall be reduced to One Penny per Ton; and if after the Expiration of the above Term of Nine Years, an Annual Revenue, exceeding One-third of the Annual Expenditure on these Works, below Dalmuir Burn, the Duties of One Penny and One Farthing per Ton shall be so reduced until the Revenue from this Stage be no more than One-third of the Expenditure on this part of the Navigation.

All Vessels (including those propelled by Steam, going direct between Glasgow and Dumbarton) belonging to the Royal Burgh of Dumbarton, are, by Virtue of a Contract, entered into with the Corporation of Glasgow, in the Year 1700, exempt from River and Harbour Dues upon the Clyde. if Steam Vessels make any Voyages, except direct from Dumbarton and Glasgow, they are liable to the River and Harbour Duties; so are Coals not bone fide for the Use of the Burgesses of Dumbarton. This Exemption dues not extend to the Navigation beyond the Harbour of Broomielaw.

The Burgesses of Glasgow are likewise exempted, by Virtue of the original Contract above-mentioned, from the Payment of any Duties on entering the Harbour of Dumbarton.

Ships or Vessels in His Majesty's Service are exempt from any Rates or Duties by Virtue of this Act.

In addition to the great advantages which the city of Glasgow experiences, from the facilities which this excellent navigation gives for importing colonial and other produce, and for exporting the vast quantity of manufactured cotton goods, which a population of one hundred and fifty thousand souls continues to produce, it is connected with the Great Lanarkshire Coal Field, by means of


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 the Monkland Canal and the Garnkirk Railway, which connect with the Ballochney and the Garturk and Cariongill Railways, by means of which, coal is supplied at a comparatively low rate; besides these, considerable advantages arise from a branch of the Forth and Clyde Canal, terminating on the east side of the city, which gives certain communication with the Forth, and city of Edinburgh.

Some idea may be formed of the traffic to the Clyde, from a return to parliament, by which it appears, that three hundred and ten British, and thirty-seven Foreign Ships, entered it in the year 1824.

Before the American War, the import of tobacco from Maryland and Virginia, into this river, was from 35 to 45,000 hogsheads, and the year immediately preceding that event, the amount was 57,143 hogsheads. From the West Indies, 540,198 hogsheads of sugar, 1,251,900 gallons of rum, and 6,530,177 lbs. of cotton were imported. Of the exports, which consist chiefly of their own manufactures, we need not do more than state, that in 1815, there were 52 cotton mills, containing 511,200 spindles; 18 works for weaving by steam power, which weekly produced 8,400 pieces; 39 calenders, which worked off, daily, 118,000 yards; besides dressing 116,000, and glazing 30,000.

COLNE RIVER.
21 James I. C.34, R. A. - - - - 1623.

9 & 10 Wil. III. C. 19, R. A. 16th May, 1698.

5 Geo. I. C. 31, R. A. 18th Apr. 1718.

13 Geo. II. C.30, R. A. 29th Apr. 1740.

23 Geo. II. C. 19, R. A. 12th Apr. 1750.

21 Geo. III. C. 30, R. A. l8th May, 1781.

THIS river rises a few miles north-west of Castle Hedingham, in the hundred of Hinckford, Essex, by which places it runs to the town of Halstead; from whence, it takes a more eastwardly course by Earls Colne Priory, to The Hythe, near the town of Colehester, from which place to the sea, into which it falls at Mersea Island, it is navigable. From The Hythe to Wivenhoe, the distance is three miles and a half and from thence the river opens into an estuary, terminating in the sea opposite the eastern end of Mersea Island, at the distance of four miles and a half. It is one of the earliest navigations, as appears by an act of the 21st James I.


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 entitled, An Act for the repairing and maintaining of the Haven, River, and Channel running unto the Borough and Town of Colchester, in the County of Essex, and also for the paving of the said Town. The succeeding acts relate only to the river above Wivenhoe, for to that place the navigation has always been of sufficient depth, and where now there is a dock-yard for building frigates and merchant-men.

By the act of the 9th and 10th William III. entitled, An Act for cleansing and making navigable the Channel from The Hythe, at Colchester, to Wivenhoe, certain duties were granted to the corporation of Colchester, on all goods navigated between Wivenhoe and The Hythe, for the term of twenty-one years, and the powers of which said act was, by another of the 5th of George I. entitled, '''An Act for enlarging the Term granted by an Act of the Ninth and Tenth of William III. for cleansing and making navigable the Channel from The Hythe, at Colchester, to Wivenhoe, and for making the said Act more effectual,''' extended to the 1st of May, 1740.

By another act, dated the 29th of April, 1740, entitled, '''An Act for further enlarging the Term granted by an Act of the Ninth and Tenth Years of the Reign of King William III. for cleansing and making navigable the Channel from The Hythe, at Colchester, to Wivenhoe, and for making the said Act, and another Act of the Fifth Year of the Reign of his late Majesty King George the First, for enlarging the Term granted by the said Act of the Ninth and Tenth Years of the Reign of King William the Third more effectual,''' the powers of the former acts, together with the additional powers, should be in force for ever.

DUTY ON SEA COAL.
That the Duty on Sea Coal should be Three-pence per Chaldron, to be levied for Forty Years, from the 1st of May, 1740, and that no other Duty should be raised upon any other Goods, Wares, or Merchandize.

In the preamble, however, of the 23rd of George II. it appears, that in consequence of the powers of the mayor and commonalty to collect a large amount of arrears of rates, due under the former acts, having ceased, together with the loss of a considerable sum of money, then laying in the hands of the representatives of the late


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 receiver general of these duties, and for the payment of which no legal discharges could be given, that the only lock upon this navigation, together with other of the works, had necessarily fallen into decay; fresh powers are, therefore, indispensable; accordingly, an act received the royal assent on the 12th of April, 1750, entitled, An Act for making more effectual several Acts of Parliament passed for cleansing and making more navigable the Channel from The Hythe, at Colchester, to Wivenhoe, in the County of Essex, and for repairing and cleansing the Streets and Lanes of the Town of Colchester. By this act an additional duty of three-pence per chaldron is levied on sea coal for thirty years, from the 1st of May, 1750, the collection of which is placed in the hands of a number of gentlemen, who are entitled, "The Commissioners for putting in Execution the several Acts of Parliament made for cleansing and making navigable the Channel from The Hythe, at Colchester, to Wivenhoe."

The last act relating to this navigation was passed in 1781, and is entitled, An Act for continuing, and making more effectual,several Acts of Parliament passed for cleansing and making navigable the Channelfroni The Hythe, at Colchester, to Wivenhoe, in the County of Essex; and for repairing and cleansing the Streets of the Town of Colchester; and also for lighting the Streets and Lanes, and for preventing Annoyances in the said Town, by which the powers of the above-recited acts are extended to the further term of forty years, and from thence to the end of the then next session of parliament. Commissioners are appointed for putting the acts in execution, who are directed to apply for and dispose of the sum of £2,000, which was vested in the fund called The South Sea Annuities, for the purpose of keeping this navigation in sufficient repair.

The chief objects of this navigable river are the import of coal, deals, and groceries, and the export of farming produce, and Colchester Oysters from the banks below Wivenhoe.


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CONWAY RIVER.
THIS river has its source in that mountainous tract which separates, the counties of Denbigh and Carnarvon from Merionethshire; from whence it takes a northerly course by the village of Yspytty Efan, near which place it is crossed by the Holyhead Mail Road; having in its way received the waters of the Llygwy, it pursues a north-easterly route to Llanrwst, whence, at high water, it continues navigable to its fall into the sea, about a mile below the Conway Suspension Bridge. Conway Harbour, situated at the mouth of this river, is well protected from the north and east, by the promontory called Great Orme's Head, but is fit only for vessels of small burthen, and the channel is very difficult to navigate.

The length of this navigation is about thirteen miles and a half. Being a tideway river, and not being the subject of any parliamentary enactment, it is toll free; and is chiefly used for the trade of Conway and Llanrwst.

COOMBE HILL CANAL.
32 George III. Cap. 83, Royal Assent 11th June, 1792.

THIS canal proceeds from the River Severn at Fletcher's Leap, in the parish of Deerhurst, in nearly a straight course, to Coombe Hill, a village situate about seven miles from Gloucester, on the road to Tewkesbury. It is three miles and a half in length, with a rise of 15 feet, and was made under the authority of an act, entitled, An Act for making and maintaining a navigable Canal from the foot of Coombe Hill, in the parish of Leigh, in the county of Gloucester, to join tire River Severn, at or near a place called Fisher's otherwise Fletcher's Leap, in the parish of Deerhurst, in the said county, at the sole expense of T. Burges and W. Miller, Esquires, and Mrs. Sarah Mumford.

The principal object proposed was the shortening and rendering more cheap, the communication between the River Severn and the town of Cheltenham, which is about five miles distant from


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 Coombe Hill; but since the Gloucester and Cheltenham Railway has been constructed, the business on this canal has been materially reduced.

COVENTRY CANAL.
8 George III. Cap. 36, Royal Assent 29th January, 1768.

26 George III. Cap. 30, Royal Assent 22nd May, 1786.

59 George III. Cap. 62, Royal Assent 14th June, 1819.

THE original, line, for which the act of 8th George III. was obtained, commences at the Trent and Mersey or Grand Trunk Canal, on Fradley Heath, from whence it takes a southerly direction to Huddlesford, where it is joined by the Wyrley and Essington Canal; afterwards by Hopwas to Fazeley, near Tamworth, where the Birmingham and Fazeley Canal locks down into it. From this place its course is across the River Tame, in a north-eastwardly direction by Amlington, where it approaches the banks of the Little River Anker; thence, it takes a south-easterly direction, and runs in nearly a parallel course with the river above mentioned; then by Polesworth, to the west side of the town of Atherstone; by Hartshill, the town of Nuneaton, and the villages of Bedworth and Longford, to the city of Coventry, where it terminates.

The original subscribers to this canal were one hundred and thirteen in number, amongst whom were Lord Archer, Lady Mary Greatheed, and Sir Roger Newdigate, Bart. who were incorporated by the name of "The Company of Proprietors of the Coventry Canal Navigation." The act of 8th George III. so incorporating them, is entitled, An Act for making and maintaining a navigable Canal from the city of Coventry, to communicate, upon Fradledy Heath, in the county of Stafford, with a Canal now making between the Rivers Trent and Mersey, and it empowered the subscribers to raise, among themselves, for the


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 purposes of this act, the sum of £50,000, in five hundred shares of £100 each, and an additional sum of £30,000, if necessary, by creating new shares.

EXEMPTION FROM TOLL.
Paving-stones, Sand, Gravel, and all other Material for the repair of Roads; Dung, Soil, Marl, and all sorts of Manure, provided they do not pass a Lock, except at such Times as the Water flows over it.

Vessels under Fifteen Tons not to pass Locks without leave.

Wharfage to be paid for all Goods remaining more than Twenty-four Hours on the Wharfs, but no Charge to be made for the Use of the Crane, which the Company are required to erect on the Bank of the Canal, near Tamworth.

Proprietors of Lands may erect Wharfs, but that no more than Three-pence per Ton shall be charged for Goods which shall not remain more than Six Days.

Mr. James Brindley was the original engineer to this canal, and made the estimate for constructing it; but it appears that the amount of subscriptions was expended in executing between sixteen and seventeen miles of the line, viz, from Coventry to Atherstone; and as the company failed to raise any portion of the £30,000, which the act of 8th George III. authorized them to do, an end was put to the further prosecution of the remaining twenty-one miles of canal, until 1782, when a meeting of delegates from the Coventry, Oxford, and Trent and Mersey Canal Companies, and the subscribers to a proposed canal from the Wednesbury Collieries, to join the Coventry Canal, at Fazeley, took place at Coleshill, on the 20th of June in that year, where it was agreed that the Trent and Mersey Canal Company and the subscribers to the proposed canal, should execute the line from Fradley to Fazeley, (which is eleven miles in length and level,) and divide it equally between the last-mentioned company and the Birmingham and Fazeley Canal Company.

In an act passed on the 24th of June, 1783, authorizing the making of the Birmingham and Fazeley Canal, the agreement above referred to is confirmed, and that half lying between Fazeley and Whittington Brook, is declared to belong to the last mentioned company, and the other half, terminating at Fradley, to the Trent and Mersey Canal Company; and, it was further


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 agreed, that the tonnage upon all coal navigated from Birmingham to Fazeley, and upon all or any part of the Coventry and Oxford Canals, should not exceed one penny per ton, per mile.

The act embodying this agreement, and authorizing the several parties to carry the works into execution, was passed on the 13th June, 1785, (25th George III. cap. 98,) 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. The act also confirms an agreement between the Coventry and Trent and Mersey Canal Companies, to this effect, viz, that within two months after notice had been given to the Coventry Canal Company that the part between Whittington Brook and Fradley Heath was completed, such company should be at liberty to purchase this portion at the original cost, with interest, from the time of advancing the several sums expended thereon.

In the preamble of the act of the 26th George III. entitled, An Act to enable the Company of Proprietors of the Coventry Canal Navigation, to complete the said Canal to Fradley Heath, in the county of Stafford, and for other Purposes therein mentioned, it is stated, that the sum of £50,000 had been expended in making the canal from Coventry to Atherstone, and that they had not been able to raise any portion of the additional sum of £30,000, which the act of 8th George III. authorized them to do. For the purpose, therefore, of enabling the company to execute the remaining part of the canal, between Atherstone and Fazeley, and to purchase that half-part of the canal between Fazeley and Fradley, belonging to the Trent and Mersey Canal Company, authority is given to raise, on mortgage of the undertaking, the sum of £40,000. This act limited the dividends, on that part of the navigation already executed, to three per cent, until the whole was completed; it also repeals that part of the original act limiting the number of shares to be held by one person, to ten, unless


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168 they came by will or act in law; instead of which, it enacts that any person may have any number of shares not exceeding thirty. The line of canal from Fazeley to Fradley being completed, and notice given to the Coventry Canal Company, in January, 1787, they agreed to purchase the half-part above-mentioned, and it was accordingly conveyed to them in October, 1787. The whole line of canal was completed and opened in July, 1790. The length of this canal, from Fradley Heath to Coventry, was thirty-seven miles and three-quarters, including the portion of the original line now belonging to the Birmingham Canal Company. The first eleven miles, to Fazeley, is level; there is then a rise, to Glascote, near Tamworth, of 14½ feet, by two locks; thence, to Grendon, six miles and a half, is level; from Grendon to Atherstone, a distance of two miles and a half, there is a rise of 81½ feet; from which place, to its termination at Coventry, it is level. At Marston Bridge, near Bedworth, the Ashby-de-la-Zouch Canal joins it, and at Longford, the Oxford Canal communicates with it. Between Nuneaton and the junction with the Ashby-de-la-Zouch Canal, there is a short branch of three-quarters of a mile in length, to some collieries; and at Griff, near Marston Bridge, there is another branch. It is here worthy of remark, that these three canals conjointly preserve the longest canal level in England, being upwards of seventy miles, exclusive of branches.

TONNAGE RATES.
By an Act of the 9th George III. for making the Oxford Canal, it is stipulated that the Coventry Canal Proprietors shall receive all the Rates, arising from Coal, on the Oxford Canal, on the Two Miles nearest the Coventry Canal; and, that the Oxford Canal Company shall have all the Rates, arising from all Articles except Coal, which shall be navigated upon any Part or Parts of the Oxford Canal, and afterwards upon the Coventry Canal, within Three Miles and a Half from the Junction of the Two Canals towards Coventry; and by the Act of 34th George III, for making the Ashby-de-la-Zouch Canal, the Coventry Canal Company are authorized to collect Five-pence per Ton upon all Coal, Goods, and Merchandize whatsoever, which shall be navigated upon the Ashby-de-la-Zouch, and afterwards upon the Coventry, Oxford, or Grand Junction Canals, or upon any of the above-mentioned Canals, and afterwards upon the Ashby Canal.

EXEMPTION.
An Exemption to this Toll is extended to Corn or Grain; Sheep or other Cattle; Iron, Stone, Wrought Iron, got or made upon the Banks of the Ashby-de-la-Zouch Canal; Dung, Ashes, and Marl, for Manure; and Gravel, Sand, and Stone, for the repair of Roads.

The last act relating to the Coventry Canal Navigation, received the royal assent on the 14th of June, 1819, and is entitled,


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 An Act for amending several Acts of his present Majesty, relating to the Coventry Canal Navigation, and was obtained chiefly for the purpose of enabling proprietors of shares to transfer a portion equal to one or more tenths, and for enabling the company to create a fund for repairs, but which is not to exceed £25,000.

This canal was a part of Mr. Brindley's scheme for completing an inland navigation between the ports of London, Liverpool, and Hull, and now that that object is effected, its revenue is derived chiefly from cargoes passing between those places, as will appear from the circumstance, that shortly after the completion of the Oxford Canal, the original shares were quadrupled in value, and have, since that period, considerably advanced.

CREE RIVER OR WATER OF CREE.
THIS river has its source in Loch Moan, situate among the hills which separate the counties of Kirkcudbright and Ayr; from whence its course is southerly, by Newton Stewart, to Carty, to which place it is navigable for small vessels. From hence its course is very crooked to Creetown, where it empties itself into Wigton Bay. The navigable part of it is nearly eight miles in length, and is free of toll.

There is no proper harbour in Wigton Bay, although there are several places where vessels may stop in moderate weather, or with off-shore winds.

The channel to the water of Cree lies on the east side of the bay, but as there is neither buoy or perch, it is difficult to find; however, a vessel drawing 9 to 10 feet, at four hours flood, may get up a considerable distance.

This river is chiefly useful for facilitating the importation of coal from Ayr, Troon, and Irvine, to Newton Stewart and its vicinity.

CRINAN CANAL.
33 George III. Cap. 104, Royal Assent 8th May, 1793.

39 George III. Cap. 27, Royal Assent 10th May, 1799.

THIS canal was made across an isthmus in Argyleshire, lying between Lochs Crinan and Gilp, under the authority of an act,


text:
Author:Frederick Edward Maning

Works

 * Old New Zealand, by a Pakeha Maori
 * The War in the North

Contributions to Transactions and Proceedings of the New Zealand Institute

 * Extract from a Letter from F. E. Maning, relative to the Extinction of the Moa (1875)
 * Translation of the Maori Tradition of Maui (1881)

title: Author:Frederick Edward Maning


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170 entitled,  'An Act for making and maintaining a navigable Canal from Loch Gilp to Loch Crinan, in the shire of Argyll.'  It commences at the point of Ardreshaig, in Loch Gilp; thence, by Oakfield, Craiglass, Auchinshellach and Leikachluan, to Loch Crinan, into which it falls near Duntroon Castle. It is nine miles and a half in length, and 12 to 15 feet deep; there are fifteen locks upon it, with a rise of 58 feet from Loch Gilp, and a fall of 59 feet to Loch Crinan. Mr. Watt surveyed the line, in the first instance, but Mr. John Rennie was afterwards appointed engineer, and we believe it was carried into execution under his direction.

The subscribers, at the time the act was obtained, consisted of two hundred and eighty-eight persons, amongst whom were the Duke of Argyle, the Marquesses of Tweedale and Lorne, Earl of Breadalbane, Lord Frederick and Lord J. Campbell, Lord Macdonald, Sir A. Edmonstone, Sir J. Sinclair, Sir A. Campbell, and Sir James Riddell, Baronets, and Sir J. Campbell, Knight, besides nearly fifty other gentlemen bearing the last-mentioned name of Campbell. They were incorporated by the name of "The Company of Proprietors of the Crinan Canal," and empowered to raise among themselves the sum of £120,000, in two thousand four hundred shares of £50 each, and an additional sum of £30,000, should the former sum prove insufficient, or they may borrow the last-mentioned sum on mortgage of the undertaking, or by granting annuities on lives. The work is under the management of a director and fourteen other persons, who are called, "The Governor and Directors of the Company of Proprietors of the Crinan Canal." The width of the canal and towing path is not to exceed 450 feet, except where the canal is raised higher or cut deeper than 16 feet from the surface of the ground.


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Rh

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

No Wharfage to be taken for any Goods unless they have been upon the Wharfs or Quays more than Twenty-four Hours.

The Wharfage Rates are fixed by the Bye-Laws of the Company.

By an act of 39th George III. entitled,  'An Act for amending and rendering more effectual an Act passed in the Thirty-third Year of the Reign of his present Majesty, entitled, An Act for making and maintaining a navigable Canal from Loch Gilp to Loch Crinan, in the shire of Argyll,'  the company are authorized to raise or borrow the sum of £30,000, (although the whole of the sum of £150,000, allowed to be raised by the above-recited act, may not have been raised,) on mortgage of the undertaking, by granting annuities, or by creating new shares, or by bonds, or promissory notes under the common seal of the company; but as there afterwards. appeared little probability of raising the above sum, in consequence of many of the subscribers being unable to make good their engagements, the lord chief baron and other the barons of the court of exchequer, of Scotland, were directed, under authority of an act of 39th George III. cap. 71, entitled,  'An Act for empowering the Company of Proprietors of the Forth and Clyde Navigation to repay into the Court of Exchequer, in Scotland, the Sum advanced to them for the Purpose of completing the said Navigation; for repealing so much of an Act of the Twenty-fourth Year of his present Majesty as relates to the said Company, and for enabling the Barons of the said Court of Exchequer to advance Part of the Sum, so to be received, to the Company of Proprietors of the Crinan Canal, on certain Conditions,'  to pay to the Crinan Canal Company, on security of the rates and duties, the sum of £25,000: the interest of which sum, and the other moiety of the sum of £50,000, to be paid by the Forth and Clyde Navigation Company, is by the same act directed to be laid out in the repair of the roads and bridges in the highlands of Scotland.

The chief object of this ship canal is the shortening of the passage between the ports in the highlands, or the Caledonian Canal and the River Clyde, by avoiding the circuitous route round the peninsula of Cantire. The distance thus saved is more than seventy miles, and when we take into consideration the difficulty


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172 of this circuitous navigation, the islands and rocks to be avoided, the tacks and evolutions necessarily occasioned by contrary winds and lee-shores, and the certainty that the wind which favours vessels to the Mull of Cantire must be directly opposed when the point is doubled, the advantages arising to the navigation from the execution of this canal, and the safety and certainty with which the voyage through it can at all times be accomplished, must be much more largely appreciated, than from the mere consideration of the saving of time and distance.

CROMFORD CANAL.
29 George III. Cap. 74, Royal Assent 31st July, 1789.

30 George III. Cap. 56, Royal Assent 1st April, 1790.

THIS canal commences in the Erewash Canal, near Langley Bridge, in the county of Nottingham, and near its junction with the Nottingham Canal, from whence it pursues a northerly course, following the line of the River Erewash, which it crosses, but still proceeds along its banks to Codnor Park Iron Works, when it takes a westwardly course to Butterley Park, where it enters a tunnel of two thousand nine hundred and sixty-six yards in length, terminating a short distance west of Butterley Iron Works, under which it passes. From hence its course is by Buckland Bottom to Bull Bridge, where it crosses the River Amber by an aqueduct two hundred yards in length and 50 feet high. Near this place it enters a short tunnel, and from thence takes a north-westwardly direction, following the course of the Derwent, by Hepstandell Bridge, a mile beyond which, at Lea Hurst, it enters another short tunnel, and at a little distance further crosses the last-mentioned river by an aqueduct two hundred yards long and 30 feet high.

The span of the principal arch of the Derwent Aqueduct, through which the river flows, is 80 feet. From this place it is about a mile and three-quarters to the wharf at Cromford, where the canal terminates. Within half a mile of Cromford it is joined by the Cromford and High Peak Railway, now in execution. Near the Derwent Aqueduct there is a branch a quarter of a mile in length, extending towards Lea Bridge; and at the Bull Bridge Aqueduct it is joined by a railway a mile and a quarter in length,


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Rh from the Crich Limestone Quarries. Near Codnor Park Iron Works, a branch from the Mansfield and Pinxton Railway communicates with this canal; and about half a mile north-west of this junction, a cut called the Pinxton Branch of this canal, proceeds from the main line to Pinxton; and at the basin, at its termination, the main line of the Mansfield and Pinxton Railway commences. At the place where the canal crosses the River Erewash, a short railway is laid from it to the collieries lying east of the village of Codnor, and at Langley Bridge, communicating with another railway from the coal works near the village of Heanor.

This canal is eighteen miles in length; in the first four miles of which, to Codnor Park Iron Works, it rises 80 feet; the remaining fourteen miles, and the Pinxton Branch of nearly three miles, are level. It is, in a great measure, supplied with water from a stream taken in by means of a feeder at the Cromford End, assisted by reservoirs; one of which, near the tunnel at Butterley Iron Works, is fifty acres, and, when full, will contain two thousand eight hundred locks of water; besides this, there are other reservoirs of smaller capacity; one of which is situated at the eastern end of the Great Tunnel, and another where the Pinxton Branch commences. The head level of the canal of fourteen miles in length, acts also as a reservoir, in consequence of being made 1 foot extra depth of water.

Mr. William Jessop designed this canal for narrow boats drawing 2½ feet only, the tunnels being 9 feet wide at the surface of the water.

The act authorizing the execution of this canal, is entitled,  'An Act for making and maintaining a navigable Canal from, or from near to, Cromford Bridge, in the county of Derby, to join and communicate with the Erewash Canal, at or near Langley Bridge; and also a collateral Cut from the said intended Canal, at or near Codnor Park Mill, to or near Pinxton Mill, in the said county.'

The original subscribers were seventy-eight in number, amongst whom were the Duke of Newcastle and Sir Richard Arkwright, who were incorporated by the name of "The Cromford Canal Company," with power to raise among themselves the sum of


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 £46,000, in four hundred and sixty shares, of £100 each, and an additional sum of £20,000, if necessary, either among themselves, or on mortgage of the undertaking.

TONNAGE RATES.
Fractions to be paid as for a full Mile, and as for a Quarter of a Ton.

EXEMPTION FROM RATES.
Small Rubbish or Waste Stones, Paving or other Stones. Gravel and Sand for the repairs of Roads, in any Township through which the Canal passes; Dung, Soil, Marl, Ashes of Coal and Turf, and all other Manure, (except Lime used for the Improvement of Lands, in any Township through which the Canal is made, and carried only at such Times as when the Water is running over the Lock Weirs.)

By a Clause in 29th George III. the Erewash Canal Company agree to take only One-half of the Rates they were authorized to take by the 17th George III. for all Goods (except Coke or Coal) which shall pass along the said Canal out of the Cromford CanaL

The Cromford Canal Company are entitled to Wharfage for any Article laying longer than Six Months.

For the Purposes of this Act Fifty Cubic Feet of Round, or Forty Feet of Square Oak, Ash, Elm, or Beech Timber, or Fifty Feet of Fir, or Deal, Balk, Poplar, or other Timber Wood, shall be deemed One Ton.

Nine Score Pounds Avoirdupois of Limestone; and Six Score Pounds of Unwrought Stone, Coal, and other Articles, shall be deemed a Hundred Weight.

Proprietors of estates may make railways and cuts to communicate with this canal, on payment of damages done by crossing the lands of other persons; they may also erect warehouses and wharfs, but the charges for the latter are limited by the act as follows.

RATES ON PRIVATE WHARFS.
Provided that they do not remain more than Six Days (except Coal, Iron, and Iron-stone which may remain Six Months,) and Timber, Clay, Lime, Iron-stone, Stone, Brick, Tile, Slate, or Gravel, may remain Thirty Days. If any Articles remain for the Space of Ten Days over the several Periods as above, One Penny per Ton per Day for every Day such Ten Days, as above-mentioned, are exceeded.


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In the year following the passing of the original act, another was obtained for the purpose of amending the provisions relating to the supply of water; it is entitled, An Act to alter and amend an Act passed in the last Session of Parliament, for making and maintaining a navigable Canal from, or from near to, Cromford Bridge, in the county of Derby, to join and communicate with the Erewash Canal, at or near Langley Bridge; and also a collateral Cut from the said intended Canal at or near Codnor Park Mill, to or near Pinxton Mill, in the said county. It enacts, that for the supply of the canal, not more shall be taken than one-twentieth of the water of the River Derwent at Cromford Bridge, and that only between the hours of eight o'clock on every Saturday afternoon, and eight o'clock on Sunday afternoon; but at all times when less than five hundred and seventy tons per minute shall be passing Cromford Bridge, then the company are restrained from taking any water from the Derwent, or from any of the streams which flow into it

The chief object of the promoters of this canal, was to open a better communication with the valuable and extensive mineral districts on its line; but it has partaken amply of the advantage arising from an extended trade, by becoming a part of the line of communication between London and the northern counties.

CROMFORD AND HIGH PEAK RAILWAY.
6 George IV. Cap. 30, Royal Assent 2nd May, 1825.

THIS railway commences from the Cromford Canal, about half a mile from its termination at Cromford Wharf; from whence it takes an eastwardly course by the village of Middleton, and within a mile of the town of Wirksworth; thence, by a circuitous course, by Carsington Pasture, Brassington, and over the high grounds of the parish of Hartington, by Hurdlow, and Church Sterndale, to the north side of the range of hills called Axedge, where the line makes a considerable detour, for the purpose of passing a valley; from this place its course lies within little more than a mile of Buxton, passing Goyts Bridge, to the Peak Forest Canal, at Whaley Bridge, where it terminates. It is in length thirty-three


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 miles and seven furlongs, and it attains an elevation of 990 feet above the head level of the Cromford Canal, and 1271 feet above the level of the sea at low water, by means of six inclined planes, which are thus disposed - the first inclined plane, from Cromford, is four hundred and sixty yards in length, rising 240 feet; another at its termination, two hundred and forty yards, rising 225 feet; from thence, it is level one mile, three furlongs and four chains; next then is another inclined plane of five hundred and fifty yards in length, with a rise of 265 feet; then a level for the distance of one mile, six furlongs and seven chains; next a plane of three hundred and thirty yards in length, rising 70 feet; from the end of this inclined plane, it continues level for six miles, one furlong and seven chains; then a rise of 45 feet only in the next three miles and three furlongs; it is afterwards level three miles and six chains to the foot of the last inclined plane at Hurdlow, which is four hundred and eighty-four yards in length, with a rise, to the summit, of 145 feet. The summit level is maintained for the distance of twelve miles, three furlongs and eight chains, and in its course passes under a hill 150 feet below the summit, by means of a tuunel six hundred and thirty-eight yards in length. From the end of this elevated stretch of railway, there is a fall of 740 feet to the Peak Forest Canal, by three inclined planes; the first is nine hundred yards in length, with a fall of 460 feet, at the foot of which, the line of railroad crosses into Staffordshire, near Goyts Bridge; it then runs level two miles, four furlongs and two chains, to an inclined plane of seven hundred yards, with a fall of 237 feet; it is then level five furlongs and two chains; and the last inclined plane descends 43 feet in one hundred and ten yards, from the foot of which it is level to the Peak Forest Canal, a distance of one furlong and two chains.

Mr. Josias Jessop was the engineer employed to lay out this railroad, and he estimated the cost (including £20,000 for stationary engines to work the inclined planes,) at the sum of £155,079, 16s. 8d. The act for making it received the royal assent on the 2nd May, 1825, and is entitled, 'An Act for making and maintaining a Railway or Tramroad,from the Cromford Canal, at or near to Cromford, in the parish of Wirksworth, in the county of Derby, to the Peak Forest Canal, at or near to Whaley, (otherwise


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 Yardsley-cum-Whaley,) in the county palatine of Chester.' It was obtained by a company consisting of one hundred and sixteen persons, amongst whom were the Dowager Viscountess Anson, the Honourable Edward Curzon, Sir Charles H. Colville, and Admiral Digby, who were incorporated by the name of "The Cromford and High Peak Railway Company," and empowered to raise among themselves the sum of £164,000, in sixteen hundred and forty shares of £100 each, (which sum was subscribed before going to parliament,) and, if necessary, the further sum of £32,880, by mortgage of the undertaking.

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

Forty Cubic Feet of Oak, Mahogany, Beech and Ash, and Fifty Cubic Feet of all otherWood, shall, for the Purposes of this Act, be deemed a Ton.

Waggons of Four Wheels not to be allowed to carry more than Six Tons, including the Weight of such Carriages, and Waggons of Six Wheels to be allowed Nine Tons.

WHARFAGE RATES.
If longer than Ten Days, One Penny per Ton, in Addition; and Sixpence per Ton for the Warehousing the same for the succeeding Week; and the like Sum of One Penny and Sixpence for every subsequent Week.

CRANAGE RATES.
And so progressively, advancing Sixpence per Ton for greater Weights.

The chief object of this railway, is to open a nearer and more convenient communication between the counties of Derby, Nottingham and Leicester, with the port of Liverpool, and the towns of Manchester and Stockport. A glance at the accompanying map