text:
Page:Rivers, Canals, Railways of Great Britain.djvu/604

 £20,000, amongst themselves, by optional notes, or by mortgage of the rates as security; and also the sum of £45,000 for the formation of a fund for erecting the locks required on this navigation, which sum is to be raised and appropriated in the manner stated in a preceding part of this article. The subscribers to the lock fund are not to receive more than £10 per cent, per annum on their subscription, and the surplus to form a sinking fund for paying off the capital; and when that is paid off, the extra tonnage rate for supporting the locks to cease. The act authorizes the company to take the following

TONNAGE RATES.
Fractions of a Mile to pay for Haifa Mile, and of a Ton as a Quarter of a Ton; Rates for Wharfage to be determined by the Company.

In addition to the above Rates, One Shilling per Ton is paid on all Goods to the Lock Fund, which also receives Three Farthings per Ton from the Coal Canal company.

This canal is of great importance in the export of coal, with which the neighbourhoods of Paulton and Radstock abound. That useful article is thus forwarded eastward to the Kennet and Avon and Wilts and Berks Canals, by which it is supplied to places on their lines, and also to others on the borders of the River Thames; besides entirely supplying the city of Bath and a part of the neighbourhood of Bristol.

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

THIS act is entitled, 'An Act for making and maintaining a Railway from or near Spittal, in the county of Durham, to or near Kelso, in the county of Roxburgh; and for erecting and maintaining a Bridge over the River Tweed, from the parish of Northam, in the county of Durham, to Coldstream, in the county of Berwick.' The part of the county of Durham in which Spittal


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/55

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive ::::d.

At the same time Paris was fast losing patience. The time has come to form a government responsive to dominant political forces in Vietnam, to abandon the unrealistic U.S. policy of maintaining and strengthening Diem, said France. Formation of a Conseil Superieur was proposed, representative of Diem and his supporters, the sects, intellectuals, politicians and the army. The Conseil would decide policy and a cabinet of non-political technicians headed by Diem would implement it. But the U.S. rejected the plan saying Diem should be allowed to strike back at the Binh Xuyen with force and France and America should support him — morally and logistically.

Then Washington asked the Quai d'Orsay to answer a set of questions designed to elicit specific French plans for the change in Vietnamese government. Paris' rejoinder: the questions should be answered jointly or the united Franco–American effort in Vietnam would be over and France would have to say publicly that the U.S. had assumed sole responsibility for developments in Vietnam. But in mid-April, France filled in part of the questionnaire — leaving blank a successor to Diem (only joint consultation could decide this). Paris proposed Collins and Ely drew up a slate of acceptable candidates for major positions. The U.S. and French governments would agree on a final list, ask Bao Dai to summon representatives of various factions to Cannes and on the basis of French–U.S. recommendations, negotiate a solution to the sect–Binh Xuyen–Diem impasse. Sect support would be assured by their membership in a high council and a program of honors, indemnification and integration of sect troops into the National Army.

 * e.

On April 21, Bao Dai announced his own plan for resolving the crisis, remarkably to that submitted by Paris. Bao Dai wanted to summon various representatives to Cannes, name Dr. Quat as premier, ask him to form a cabinet of technicians and a high council of notables. On April 26, Bao Dai said he would implement the scheme unilaterally unless the U.S. made some response by the following day.

Meanwhile, Collins had left Saigon for consultations with Dulles. Lansdale reports a meeting held just before his departure:

"He (Collins) told Lansdale not to be worried by newspaper rumors that the US would stop supporting Diem. Lansdale asked then if his orders were to continue supporting Diem; Collins said yes. Members of the country team privately felt that Diem should be supported by us, that the National Army was ready to support him and had the capability of defeating the Binh Xuyen."

Rh

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/605

 is situated, is detached from tile main body of the county and lying to the northward of the county of Northumberland, and adjoining Berwickshire in Scotland. No steps have yet been taken to carry the provisions of this act into effect.

STAFFORDSHIRE AND WORCESTERSHIRE CANAL.
6 George III. Cap. 97, Royal Assent 14th May, 1766.

30 George III. Cap. 75, Royal Assent 9th June, 1790.

THIS important branch of inland navigation commences in the River Severn, at Stourport, in Worcestershire, and proceeding in a northerly direction, passes Mitten, Kidderminster, Tittenhall, Penkridge, and Baswich, uniting itself with the Trent and Mersey Navigation, near Haywood, in Staffordshire. In its route it is carried by aqueducts over the Rivers Trent, Sow, Penk, Smester and Stour, and by a tunnel under the town of Kidderminster; there are also two other tunnels, two large reservoirs, and a number of bridges and small aqueducts. At Stourport this canal falls into two basins, and from these, boats descend into the River Severn, by two locks; from this point to the Stourbridge Canal, at Stewponey, there is a rise of 127 feet 6 inches, in a distance of twelve miles and a quarter; from thence to Tittenhall, being eleven miles, is a rise of 166 feet 6 inches; thence to Streetway, ten miles, is level, (and it is joined by the Old Birmingham Canal on this level); and from thence to the Trent and Mersey, at Haywood, is thirteen miles and a half, with a fall of 100 feet 6 inches. Its summit, or highest pound of water is, between the village of Autherly, near Wolverhampton, and the Old Roman Road called Streetway, in the county of Stafford, ten miles in extent, 100 feet 6 inches above the Trent and Mersey Canal, near Stafford; 352 feet above low water at Runcorn; and 294 feet above the Severn at Stourport.

The act of parliament, under sanction of which this canal was executed, was obtained in 1766, and is entitled, 'An Act for making and maintaining a navigable Cut, or Canal, from the River Severn, between Bewdley and Titton Brook, in the county of Worcester, to cross the River Trent, near Haywood Mill, in the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/606

  'county of Stafford, and to communicate with a Canal intended to be made between the said River Trent and the River Mersey.' It incorporates a number of persons, therein named, by the style of "The Company of Proprietors of the Staffordshire and Worcestershire Canal Navigation," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £70,000, in seven hundred shares of £100 each; and, if necessary, a further sum of £30,000. The act also authorizes them to collect the following

TONNAGE RATES.
Paving-stones, Gravel, Sand, and other Materials for repairing Roads, (Lime-stone excepted) and Manure for the Grounds of Persons who have had Land taken for the Canal, shall be exempted from Tonnage Rates, provided such Articles pass through a Lock only when the Water flows over the Weir.

The works of this undertaking were executed under the direction of the celebrated Mr. James Brindley, who built his first canal lock on this navigation, at Compton, near the town of Wolverhampton.

A second act of parliament was obtained by this company in 1790, entitled, 'An Act to enable the Company of Proprietors of the Staffordshire and Worcestershire Canal Navigation, to improve the Navigation of the River Severn, from Stourport, in the county of Worcester, to a Place called Diglis, near the city of Worcester;' which states that the company had completed their canal from the Trent and Mersey Navigation to the River Severn, but that the river was obstructed in various places by shoals, the removal of which would be a great benefit to the trade of the river and this canal, and that the company of proprietors of this navigation were willing to remove such shoals and obstructions at their own expense; the act, therefore, authorizes them to improve the navigation of the said river, and empowers them to borrow an additional sum of £12,000, on mortgage of their tolls and rates.

The trade on this canal is immense, as, from its junction with the Birmingham Canal at Autherly, a considerable portion of the hardware manufactures from the counties of Stafford and Warwick, and of coals from the Bilstone and other mines, are carried on it; great quantities of coal are also brought by the Stourbridge


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/607

 Canal, which joins it at Stewponey, and with which it supplies, in great part, the counties of Stafford, Worcester and Gloucester; by the River Severn it communicates with the port of Bristol; and through the Thames and Severn Canal it has a communication with the city of London; and by its connection with the Trent and Mersey, communicates with Liverpool, Manchester and Hull.

STAINFORTH AND KEADBY CANAL.
33 George III. Cap. 117, Royal Assent 7th June, 1793.

38 George III. Cap. 47, Royal Assent 1st June, 1798.

49 George III. Cap. 71, Royal Assent 20th May, 1809.

THIS canal, which is fifteen miles in length, commences at the River Dun Navigation, near Stainforth, in the West Riding of the county of York, whence running in an easterly direction near Thorne and Crowle, and passing to the south of both those places, it communicates with the River Trent at Keadby, in Lincolnshire.

The first act of parliament, authorizing this undertaking, was passed in 1793, and is entitled, 'An Act for making and maintaining a navigable Canal from the River Dun Navigation Cut, at or near Stainforth, in the West Riding of the county of York, to join and communicate with the River Trent, at or near Keadby, in time county of Lincoln; and also a collateral Cut from the said Canal, to join the said River Dun, in the parish of Thorne, in the said Riding.' It incorporates the company of proprietors by the name of "The Company of Proprietors of the Stainforth and Keadby Canal Navigation," and empowers them to raise amongst themselves, for the purposes of this act, the sum of £24,200, in two hundred and forty-two shares of £100 each; and, if necessary, a further sum of £12,100, either amongst themselves or by mortgage of the tolls and rates, and to collect the following


text:
Page:Myth, Ritual, and Religion (Volume 2).djvu/201

Rh watch over the faithful oath." Again it is said, "Even if the Olympian bring not forth the fulfilment" (of the oath) "at once, yet doth he fulfil at the last, and men make dear amends, even with their own heads, and their wives and little ones." Again, "Father Zeus will be no helper of liars."

As to the religious sentiment towards Zeus of a truly devout man in that remote age, Homer has left us no doubt. In Eumæus the swineherd of Odysseus, a man of noble birth stolen into slavery when a child, Homer has left a picture of true religion and undefiled. Eumæus attributes everything that occurs to the will of the gods, with the resignation of a child of Islam or a Scot of the Solemn League and Covenant. "From Zeus are all strangers and beggars," he says, and believes that hospitality and charity are well pleasing in the sight of the Olympian. When he flourishes, "it is God that increaseth this work of mine whereat I abide." He neither says "Zeus" nor "the gods," but in this passage simply "god." "Verily the blessed gods love not froward deeds, but they reverence justice and the righteous acts of men;" yet it is "Zeus that granteth a prey to the sea-robbers." It is the gods that rear Telemachus like a young sapling, yet is it the gods who "mar his wits within him" when he sets forth on a perilous adventure. It is to Zeus Cronion that the swineherd chiefly prays, but he does not exclude the others from his supplication. Being a man of scrupulous piety, when he slays a swine for supper, he only


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/608

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

EXEMPTIONS.
All Kinds of Dung or other Manure (except Lime) that shall be produced in any Township or Parish through which the Canal passes, and to be carried to some other Township or Parish through which also the Canal passes.

The proprietors may likewise demand the following

WHARFAGE RATES.
The Column marked thus (*) are the Rates to be taken for above Twenty-four Hours and not more than Six Days.

The Column marked thus (+) for Six Days but less than One Month.

The Column marked thus (±) for One Month but less than Six Weeks.

The Column marked thus (§) for Six Weeks but less than Two Months.

The Column marked thus (II) for Two Months but less than Ten Weeks.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/609

Lords of manors and owners of land may erect wharfs and warehouses on the canal, and take the above wharfage rates; if they refuse to do so, the company may erect them.

In 1798 a second act of parliament was obtained, entitled, 'An Act for amending and enlarging the Powers of an Act, passed in the Thirty-third Year of the Reign of his present Majesty, for making and maintaining a navigable Canal from the River Dun Navigation Cut, at or near Stainforth, in the West Riding of the county of York, to join and communicate with the River Trent, at or near Keadby, in the county of Lincoln; and also a collateral Cut from the said Canal, to join the said River Dun, in the parish of Thorne, in the said Riding,' which repealed that part of the former act authorizing the company to raise the additional sum of £12,100, and empowered the proprietors to raise amongst themselves, in addition to their original capital, the sum of £20,000; and, if necessary, a further sum of £10,000, by mortgage of the tolls, &c.

The last act of parliament relating to this canal was obtained in 1809, and is entitled, 'An Act to enable the Company of Proprietors of the Stainforth and Keadby Canal Navigation, to raise a further Sum of Money for the Discharge of their Debts, and to finish and complete the said Canal Navigation; and for amending the several Acts passed relative thereto.' It states that the company of proprietors had raised amongst themselves, nearly the whole of the two sums of £24,200 and £20,000 provided to be raised by the former acts; repeals that clause of the last act authorizing them to raise £10,000 by mortgage of the tolls, &c. and empowers them to raise that sum amongst themselves.

This canal passes through a very flat part of the country, for there is only one lock of 5 feet fall near Thorne, exclusive of the tide-lock where it falls into the Trent at Keadby.

By connecting the Rivers Dun and Trent, it avoids the shoals in the lower part of the former river, and affords a better line of communication with Lincolnshire, the East Riding of York and the port of Hull.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/610

STOCKTON AND DARLINGTON RAILWAY.
1 & 2 Geo. IV. C. 44, R. A. 19th April, 1821.

4 Geo. IV. C. 33, R. A. 23rd May, 1823.

5 Geo. IV. C. 48, R. A. 17th May, 1824.

9 Geo. IV. C. 60, R. A. 23rd May, 1828.

THIS railway commences at the River Tees, near Stockton, in the county of Durham, and thence proceeds in a southerly direction about four miles, to the branch which goes off to Yarm; from thence westerly about eight miles, to the other branch which goes off at Darlington; from thence northerly about three miles and a half, to where the Clarence Railway joins it; and from thence in a north-westerly direction two miles and a half; to the Coundon Branch; thence north-westerly about six miles, to Witton Park Colliery, with five collateral branches; one commencing in the township of Egglescliffe and extending to Yarm Bridge; another commencing at or near Hill House, in Darlington, and terminating near Croft Bridge, in the parish of Hurworth; another commencing at or near Brussleton, and terminating at or near Coundon Turnpike-Gate; another commencing at or near Norlees House, in the township of West Auckland, and terminating at or near Evenlode Bridge; and the other commencing at the Tees, and terminating at or near the south-west end of the town of Stockton-upon-Tees.

By a statement made in September, 1820, by Mr. G. Overton, it appears that the length of

With a rise from the commencement of the railway at Stockton to Escomb Lane, near Witton Park Colliery, of 496 feet 6 inches; the expense of completing the undertaking was also estimated at £84,000.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/611

The first act of parliament was obtained in 1821, by a number of persons who are thereby incorporated by the name of "The Stockton and Darlington Railway Company," and is entitled, 'An Act for making and maintaining a Railway or Tramroad, from the River Tees, at Stockton, to Witton Park Colliery, with several Branches therefrom, all in the county of Durham.' By this act the company is authorized to raise amongst themselves, the sum of £82,000, in shares of £100 each; and, if necessary, a further sum of £20,000, either amongst themselves, or by the creation of new shares, or they may borrow any portion of the said sums either by optional notes, or by mortgage of the tolls and rates.

The affairs of the company are to be managed by a committee, who are to be under the control of the general assemblies; and the act authorizes them to take the following

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

Owners and occupiers of land, within five miles of the railway, may lay down branches, communicating with the main line; and lords of manors and owners of land on the line may erect wharfs and warehouses, and take the following


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/612

WHARFAGE RATES CONTINUED.
If lords of manors, &c. omit to erect wharfs or warehouses, when required so to do, the company may erect them and collect the rates stated above.

The whole money required to be subscribed before the commencement of the work, which is to be completed in five years.

In 1823 the company obtained a second act of parliament, entitled, 'An Act to enable the Stockton and Darlington Railway Company to vary and alter the Line of their Railway, and also the Line or Lines of some of the Branches therefrom, and for altering and enlarging the Powers of the Act passed for making and maintaining the said Railway;' which empowered them to make some alterations in the line of their railway, and an additional branch therefrom, commencing near Hill House in Darlington Bondgate, and terminating at the east end of Croft Bridge, in the parish of Hurworth.

By a plan and estimate made by Mr. George Stevenson, in February, 1823, it appears that the alterations in the line would considerably lessen the distance of the railway, which would be as follows;-


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/613

By this act the company is empowered to erect steam-engines on or near the railway, and also to make and use locomotive engines thereon, and it states that in the former act a tonnage rate of 1s. per ton was imposed on all goods passing the inclined planes on the railway, at which time it was intended to have one inclined plane only, but as in consequence of the alteration in the line, which shortens the distance about three miles, a greater number of them will be necessary, the act authorizes the taking 1s. per ton on all goods at each; and also empowers the company to take a toll of 6d. per mile on every description of carriage, waggon, or cart, which shall be used for the conveyance of passengers or parcels.

The next act, of parliament relating to this undertaking was obtained in 1824, and is entitled, 'An Act to authorize the Company of Proprietors of the Stockton and Darlington Railway, to relinquish one of their Branch Railways, and to enable them to make another Branch Railway in lieu thereof; and to enable the said Company to raise a further Sum of Money, and to enlarge the Powers and Provisions of the several Acts relating to the said Railway.' The branch railway relinquished by the company, was one leading from Norlees House, in the township of West Auckland, in lieu of which they were authorized to make one from the main line at the north west end of the village of St. Helen's, Auckland, through West Auckland and Evenwood, to Evenwood Bridge, and from thence to Hagger Leases Lane, in the township of Lynesack and Softley.

By an estimate made by Mr. Robert Stevenson, in 1824, the expense of making this branch would be £9,000.

The act empowers the company to raise a further sum of £50,000, by any of the means prescribed in the former acts relating to this railway.

The last act of parliament was passed in 1828, and is entitled, 'An Act to enable the Company of Proprietors of the Stockton and Darlington Railway to make a Branch therefrom, in the counties of Durham and York, and to amend and enlarge the Powers and Provisions of the several Acts relating thereto.' The branch authorized by this act of parliament to be made was to commence at the main line, where it crosses Bowesfield Lane, in


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/614

 the township of Stockton, and passing from thence through this township, was to cross the River Tees by a bridge to Carr House Field, in the township of Thomably, in the North Riding of the county of York, and from thence by Stainsby, Stainton, Acklam, Newport, Middlesburgh, Leventhorpe and Ormesby, to terminate in a close adjoining the River Tees, in the township of Leventhorpe or Middlesburgh; and the act directs that one of the arches of the bridge to be erected across the Tees shall be 72 feet wide at the least, and the under keystone of such arch shall not be less than 19 feet in height from the surface of low-water-mark.

An estimate of the expense of this branch was made in January, 1828, by Mr. Thomas Storey, to the following effect

The underside of the above-named suspension bridge will be 30 feet above low water, and its width 20 feet; and a dock is to be constructed at the ends of the railway 390 feet by 168 feet, into which vessels from the river will have access by a lock 32 feet wide; thereby affording most ample means of putting the coal and other articles on board. In addition to this accommodation, a quay will be formed alongside the river, 600 feet long. The difference between high and low water is 13 feet at Cleveland Port. The act empowers the company to raise an additional sum of £100,000 by any of the means authorized by their former acts, except promissory notes, or they may borrow it on bonds under the common seal of the company; and may take the following rates.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/615

TONNAGE RATES ON THE NEW BRANCH.
This railway was projected for the purpose of bringing the coal and other minerals, with which this country abounds, to the mouth of the Tees, where the coal is shipped for the supply of London and the eastern coast of the kingdom; and has attracted considerable attention, from locomotive engines being generally and advantageously used upon it.

STORT RIVER.
32 George II. Cap. 42, Royal Assent 23rd March, 1759.

6 George III. Cap. 78, Royal Assent 30th April, 1766.

THE first act of parliament relating to this river is entitled,'' 'An Act for making the River Stort navigable, in the counties of Hertford and Essex, from the New Bridge, in the town. of Bishop Stortford, into the River Lea, near a Place called the Rye, in the county of Hertford,' ''and appointed certain persons commissioners for carrying into effect the provisions of the act.

In 1766 a second act was passed, entitled, 'An Act for making and continuing navigable the River Stort, in the counties of Hertford and Essex;' which states, that in consequence of the difficulty experienced by the commissioners appointed under the first act, in raising money for carrying into effect the purposes therein stated, no progress had been made in effecting the said navigation; but that Charles Dingley, George Jackson and William


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/616

, Esquires, had undertaken to make and continue navigable the said river, provided an act of parliament could be obtained authorizing them to do so, and to collect certain tolls and rates thereon; the act, therefore, empowers them to complete this undertaking, and to collect the following

TONNAGE RATES.
And so in proportion for any lees Quantity.

Boats returning with a back Lading of Oil-cake, Malt-dust, Pigeon Dung or any other Kind of Manure, which have passed up or down the River immediately before, and paid the Tolls or Rates on their Cargoes, shall be exempted from Tonnage Rate on such Manure.

The tolls, rates and duties on this navigation to be exempted from all taxes and rates whatsoever.

Lords of manors and owners of land on this navigation may build warehouses; and on their refusing to do so, the undertakers may build them. Five years are allowed to the undertakers to complete the navigation.

The part of the river made navigable under authority of these acts, is about ten miles in length, in a southerly and westerly course. It joins the Lea Navigation about a mile and a half from Hoddesden, thus affording a means for the conveyance of corn, malt and other agricultural produce to London.

STOURBRIDGE CANAL.
16 George III. Cap. 28, Royal Assent 2nd April, 1776.

22 George III. Cap. 14, Royal Assent 25th March, 1782.

THIS canal commences at or near Stourbridge, in the county of Worcester, and proceeds parallel with the River Stour to Wordesley Brook, where it crosses the river, and pursues its course to the Staffordshire and Worcestershire Canal, which it joins at a place called Stewponey, near Stourton. It has also two collateral cuts, one from the fens upon Pensnet Chase to its


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/617

 junction, at Wordesley Brook, with the River Stour; and the other from Black Delph to the first branch at the Lays, in the parish of Kingswinford, in Staffordshire.

The first act of parliament sanctioning this undertaking was passed in 1776, and is entitled, 'An Act for making and maintaining a navigable Canal, from or near the town of Stourbridge, in the county of Worcester, to join the Staffordshire and Worcestershire Canal at or near Stourton, in the county of Stafford; and also Two collateral Cuts, one from a Place called the Fens, upon Pensnet Chase, to communicate with the intended Canal near the Junction of Wordesley Brook, from the River Stour, and the other from a Place called Black Delph, upon the said Chase, to join the first-mentioned collateral Cut, at or near certain Lands, called the Lays, in the parish of Kingswinford, in the said county of Stafford;' and a second act was passed in 1782, for explaining and amending the former act.

The first act of parliament incorporates the proprietors by the name of "The Company of Proprietors of the Stourbridge Navigation," and authorizes them to raise amongst themselves, for the execution of the work, the sum of £30,000, in three hundred shares of £100 each; and by a second act of parliament passed in 1782, they were empowered to raise a further sum of £7,500, making the shares £125 each. They are likewise authorized to collect the following

TONNAGE RATES.
The Staffordshire and Worcestershire Canal Company have power to take Two-pence per Ton per Mile on Coal brought from this Navigation and carried on theirs; and may lessen the Tolls with Consent of the Commissioners.

Goods passing on the Summit of the Canal or Collateral Cut, and which do not pass any Lock, Tonnage free.

Paving-stones, Gravel and other Materials for repairing the Road, (Lime-stone excepted) and also Manure for the Estates of Persons, part of whose Land shall have been taken for this Canal, and not passing through a Lock, are exempted from Toll.

It being supposed that the extension of the Dudley Canal join the Worcester and Birmingham would lessen the profits of


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/618

 this concern, the proprietors of the Dudley Canal are required by the 33rd George III. to make up the annual dividend on the shares in this canal to £12 each, provided not more than £3 is required for that purpose. The width of this canal is 28 feet and the depth 5 feet, and there is a reservoir of twelve acres on Pensnet Chase. From Stewponey, where this canal unites with the Staffordshire and Worcestershire Canal, for about the distance of three-eighths of a mile, there is a rise of 43 feet 3 inches, by four locks; from thence to the Stourbridge Branch, it is level, (and the Stourbridge Branch is also level); thence to the Lays, a distance of one mile and one-eighth, there is a rise of 148 feet, by sixteen locks; and thence to the Dudley Canal, one mile and a half, is level.

This canal is of very great benefit to the town of Stourbridge, and to parts of the counties of Worcester, Gloucester, Hereford and Warwick; the principal articles carried on it are coal, iron-stone, glass-house pot clay, glass, nails and other iron goods and manufactures.

STOUR AND SALWERP RIVERS.
14 Charles II. Cap. 13, Royal Assent 19th May, 1662.

THE act of parliament respecting these rivers is entitled, 'An Act for the making navigable of the Rivers of Stower and Salwerp, and the Rivulets and Brooks running into the same, in the counties of Worcester and Stafford.' Under the authority of this act, these rivers were made navigable from the River Severn, at Stourport, to the town of Stourbridge, by means of sluices, weirs and other works; but a sudden and violent flood which soon after occurred destroyed all the works. The Stafford and Worcester and the Stourbridge Canals have since supplied, more effectually, the place of this river navigation.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/619

STOUR RIVER.
4 Anne, Cap. 15, Royal Assent 16th February, 1705.

21 George III. Cap. 75, Royal Assent 19th June, 1781.

THIS river rises on the borders of the three counties of Cambridge, Suffolk and Essex, and running in an easterly direction, passes Haverhill, Clare and Sudbury, at which place it becomes navigable; and from thence in a south-easterly direction to Bures; and thence easterly by Neyland, Higham, Laugham and Dedham to Manningtree.

An act of parliament respecting this river was passed in 1705, entitled, 'An Act for making the River Stower navigable from the town of Manningtree, in the county of Essex, to the town of Sudbury, in the county of Suffolk.' In 1781 another act was passed, entitled,'' 'An Act for appointing New Commissioners, for continuing to carry into Execution. the Trusts and Powers of an Act passed in the Fourth and Fifth of Queen Anne, entitled, An Act for making the River Stower navigable from the town of Manningtree, in the county of Essex, to the town of Sudbury, in the county of Suffolk, in the Room and Place of those named in the said Act, who are since dead; and for explaining and amending the said Act, and for other Purposes therein mentioned.' '' By this act a considerable number of new commissioners are appointed, any five of whom may carry this and the preceding act into effect.

The said commissioners have power to set out horse towing-paths alongside the said river, upon the proprietors of the navigation paying annual rents to the occupiers or owners of the adjoining lands. The land-owners or tenants are restrained by this act from seizing or taking away any horses on account of damages sustained; but may have their remedy at law. Mill-owners improperly reducing the head of water, are subject to a penalty of £20, and are liable to make good all damages which may arise from their improperly penning the waters, so as to overflow the banks of the river. In this act is a peculiar clause to prevent embezzlement or pilfering any parts of the cargo on board a vessel;


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/620

 inflicting a penalty of £5 or three months imprisonment to hard labour, on any boatman or other person so offending, by a summary process before a magistrate.

It is not easy now to ascertain the legitimate expense of making this river navigable; but the undertaking consists of forty-eight shares, which of late have sold for £300 per share; and the tolls of the navigation are let for £900 per annum.

STRATFORD-UPON-AVON CANAL.
33 Geo. III. C. 112, R. A. 28th March, 1793.

35 Geo. III. C. 72, R. A. 19th May, 1795.

39 Geo. III. C. 60, R. A. 21st June, 1799.

49 Geo. III. C. 42, R. A. 12th May, 1809.

55 Geo. III. C. 59, R. A. 12th May, 1815.

57 Geo. III. C. 15, R. A. 23rd May, 1817.

2 Geo. IV. C. 631, R. A. 28th May, 1821.

THIS canal commences at King's Norton, in the county of Worcester, about six miles from the town of Birmingham, where it joins the Worcester and Birmingham Canal; and from thence it runs in an easterly direction to Yardley Wood Common, where it takes a southerly course, and passes by Shirley Street, Monkford Street, Lapworth and Preston Bagot, at which place it crosses the River Alne; then proceeding by Wootton, it terminates on the north side of Stratford. The length is about twenty-three miles and a half, and it has four branches; one from near Hockley to Tamworth Quarries, about two miles and a half; one other from near Lapworth to the Warwick and Birmingham Canal, one mile and three quarters; one other from near Wilmcote to Temple Grafton Lime Works, four miles; and a branch from this last cut to Aston Cantlow, one mile.

The first act of parliament sanctioning this undertaking was passed in 1793, and is entitled, 'An Act for making and maintaining a navigable Canal from the Worcester and Birmingham Canal Navigation, in the parish of King's Norton, into the borough of Stratford-upon-Avon; and also certain collateral Cuts from the said intended Canal.' It incorporates the subscribers to the undertaking under the title of "The Company of Proprietors of the Stratford-upon-Avon Canal Navigation;" empowers them to


text: Page:Rivers, Canals, Railways of Great Britain.djvu/545


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/621

 raise amongst themselves, for the purposes of the act, the sum of £120,000, in twelve hundred shares of £100 each, and if that should be insufficient, a further sum of £60,000, either amongst themselves or by mortgage of the tolls as security; and authorizes them to take the following

TONNAGE RATES.
And so in proportion for less than a Ton, or less than a Mile.

EXEMPTIONS.
Paving-stone, Gravel, Sand and other Materials for making and repairing Roads; Dung, Soil, Marl, or other Manure (Lime and Lime-stone excepted) for the Grounds of any Person whose Land shall be taken for the Canal, provided it does not pass any Lock unless the Water shall flow over the Waste Weir.

A reasonable compensation for Goods remaining on a Wharf more than Twenty-four Hours to be taken. No Boat of less than Ten Tons to pass any Lock without leave of the Company or their Agent.

Stop-gates are to be erected on this canal within five hundred yards of the Worcester and Birmingham; which gates may be shut if the water is lower in this than the other canal.

Goods carried on this canal and northward on the Worcester and Birmingham Canal, to pay no higher rates to the latter company, than shall be paid for those carried on this canal between the junction and Salter's Lane.

The proprietors of the Worcester and Birmingham Canal to pay to George Perrott, Esq. as a compensation for his dues on the River Avon, which it is thought will be diminished by this canal, £400 per annum; and until this canal is made navigable, they are also to make up to Mr. Perrott the sum of £1,227, which he now receives for the Lower Navigation of the Avon, if there should be any falling off in that amount after the passing of this act.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/622

In 1795 the company obtained another act, entitled, 'An Act for making a navigable Cut from the Stratford-upon-Avon Canal, in the parish of Lapworth, unto the Warwick and Birmingham Canal, in the manor of Kingswood, in the county of Warwick,' which empowered them to raise a further sum of £10,000, by mortgage of the tolls, &c. and to take on the intended new cut the following

TONNAGE RATES.
And so in proportion for a less Quantity than a Ton.

The act provides that the following rates shall be paid to the Warwick and Birmingham Canal Company, over and above the rates allowed them by the act for making their canal, by way of compensation for any injury they may sustain by the intended cut.

TONNAGE RATES.
No higher Rate than Three Half-pence per Ton to be taken by the Proprietors of the Warwick and Birmingham Canal, for passing upon that Canal between the Place where it is to be joined by the intended Cut and the Town of Warwick, on any Coal, Goods or other Things subject to the Payment hereinbefore made payable to that Company, of the Rate of Eleven-pence per Ton.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/623

0n all Coal carried from the said Cut on the Warwick and Birmingham Canal towards Birmingham, the same Rate shall be paid to that Company (instead of any other Rates under their or this Act) that would be payable to them on Coal passing from the Town of Birmingham, to the Place where their Canal is to be joined by the intended Cut; and on Coal passing from the said Cut on the Warwick and Birmingham Canal towards Warwick, which shall be unloaded at any Place between the said Cut and the Upper Lock below Hatton Hill, the same Rate shall be paid as would have been had it passed from Birmingham to such Place.

Only Five-pence HaIf-penny per Ton to be paid to the Worcester and Birmingham Canal Company for any Coal or Coke carried on any Part of their Canal, to the Northward of its Junction with the Stratford-upon-Avon Canal, and which shall pass without being unladen from the Worcester and Birmingham Canal into the Stratford-upon-Avon Canal, to be carried to the Warwick and Birmingham Canal; and Ten-pence Half-penny per Ton only to be paid to the Stratford-upon-Avon Canal Company, for Coal and Coke passing from the Worcester and Birmingham through their Canal to the Warwick and Birmingham Canal.

The next act relating to this canal was passed in 1799, and is entitled, 'An Act for authorizing the Company of Proprietors of the Stratford-upon-Avon Canal Navigation, to vary the Course of certain Parts of the said Canal, directed to be made by an Act, passed in the Thirty-third Year of the Reign of his present Majesty; and also to make a Branch out of the said Canal; and also to vary the Course of a navigable Cut directed to be made from the said Stratford-upon-Avon Canal, in the parish of Lapworth, into the Warwick and Birmingham Canal, in the manor of Kingswood, in the county of Warwick, by another Act passed in the Thirty-fifth Year of the Reign of his present Majesty; and for amending the said Acts.' It authorizes the company to make some alterations in the original line and a branch in the parish of Aston Cantlow; and also to raise a further sum of £35,000, (in addition to £10,000 which they are empowered to raise by the preceding act,) either amongst themselves, by the creation of new shares, or by mortgage of the tolls or granting annuities; if raised by subscription, it is to be divided into twelve hundred quarter shares of £37, 10s. each.

As a compensation to the Warwick and Birmingham Canal for any injury they may sustain by the alteration in the line of the Lapworth Cut, they are to receive ½d. per ton additional on all goods and in all cases in which they are authorized to receive 11d. per ton by the preceding act; and they are to take at the rate of 1½d. per ton per mile on all goods carried on their canal from the place where the intended cut will join it, and where the junction was proposed to be by the former act, which distance is to be taken as a quarter of a mile.


text: Page:The varieties of religious experience, a study in human nature.djvu/552


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/56

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive ::::f.

General Collins and Secretary Dulles met on April 27. Dulles agreed to consider shifting support to either Quat or Do and a message to this effect was sent to Saigon. But Dulles determined not to discuss this with France until a full and frank statement of her intentions had been received. That statement was to include an unequivocal assurance to back whole-heartedly any new political arrangements in Saigon and to resolve "certain ambiguities" in French policy toward North Vietnam. Until this declaration appeared the US would reveal no change of heart over Diem.

 * 5.

Then the truce exploded. On 28 April, Diem told Lansdale:

"The Army and people laid the blame (for the crisis between the government and the Binh Xuyen) on the French because they could see French armored vehicles and troops in the streets evidently ready for action against the Vietnamese. We (Lansdale and an assistant) told him that it looked as the Vietnamese still needed a leader, that Diem was still President, that the US was seen supporting him."

That afternoon, Diem's private secretary called Lansdale. He said she palace was

"under heavy mortar fire, that the President was on another line talking to General Ely, that Ely stated that he couldn't hear any explosions and the President was holding the mouthpiece out towards the explosions so Ely could hear them. Hai (the secretary) started to ask what should be done, interrupted himself to say that the Presidents had just ordered the National Army to start returning the fire and had so informed Ely. He hung up."

Against the advice of French, US and most cabinet advisors, Diem had issued a decree charging Police Commissioner Lai Van Sang with "very grave official misconduct" and named Col. Nguyen Ngoc Le to replace him. Sang refused to resign, saying only Bao Dai had authority to remove him. Binh Xuyen troops in Cholon apparently opened fire on National Army units and Binh Xuyen shells fell again on the palace. But within nine hours after Diem's order to take the offensive, the National Army had driven the Binh Xuyen back into Cholon. Fires raged (set by the Binh Xuyen, according to Lansdale); hundreds were killed or wounded. Rh


text: 1911 Encyclopædia Britannica/Hudson River


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/624

The Stratford-upon-Avon Canal Company not to erect wharfs, &c. on the intended cut, without leave of the Warwick and Birmingham Canal Company; but Thomas Fetherston may erect such wharfs, &c. on his land at Lapworth, without such permission; and Mr. Fetherston, or the occupier of his wharfs, are to pay for the carriage of coal, coke, iron, ironstone and other goods and things (except limestone) on this canal, 1½d. per ton per mile; and for limestone ½d. per ton per mile only.

Lords of manors and owners of land may erect wharfs on this navigation, and on their refusing, the company may do it, and all coal, merchandize and other things which shall be sold and shipped from such wharfs, between the place where the intended cut joins the Warwick and Birmingham Canal and Preston Mill (over and above two hundred tons in each year) shall pay the tonnage rate of 11½d. per ton to the proprietors of the Warwick and Birmingham Canal, whether it passes on their canal or not.

In 1809 another act was obtained, entitled, 'An Act to amend and enlarge the Powers of the several Acts relating to the Stratford-upon-Avon Canal Navigation;' which, after stating that the money raised was not sufficient for the purposes of the undertaking, empowers the company to raise a further sum of £90,000, either amongst themselves or by creation of new shares, the number of such new shares not to exceed three thousand, and to be of £30 or £40 value, as the company may deem expedient; or the above sum may be raised by mortgage of the tolls; and should this amount prove insufficient, they may raise an additional sum of £30,000 in either of the ways above stated, but the number of new shares created for raising this £30,000 not to exceed seven hundred and fifty.

The act of 1815, entitled, 'An Act to amend several Acts of his present Majesty, for making the Stratford-upon-Avon Canal Navigation,' authorizes the company of proprietors to make reservoirs at Earl's Wood, and (with consent of the owners of land) to divert streams and use the flood-waters which overflow the lands at Earl's Wood.

In 1817 the company obtained another act, entitled, 'An Act to enable the Company of Proprietors of the Stratford-upon-Avon Canal Navigation to raise Money, to discharge their Debts, and to


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/625

 \'complete the said Canal;' which states that the company had raised a great portion of the sums authorized by former acts, but it had been insufficient for the completion of the undertaking, and it empowers them to raise an additional sum of £20,000 amongst themselves, to enable them to pay off their debt and complete the work; and by the last act of parliament relating to this canal, passed in 1821, and entitled, 'An Act to enable the Company of Proprietors of the Stratford-upon-Avon Canal Navigation, to subscribe a further Sum of Money, for the Purposes of the said Navigation,' they are empowered to raise an additional sum of £21,882 amongst themselves, to enable them to complete the navigation.

Upon this work there is a tunnel of three hundred and twenty yards in length, near Milepole Hill, and several small aqueduct bridges; from Stratford to Copmass Hill, one mile and a half, is level; thence to Wilmcote, one mile, is a rise of 86 feet; thence to Preston Mill, six miles, is level; thence to Preston Green, one mile and three quarters, is a rise of 76 feet; thence to Lapworth Hall, one mile, is level; thence to Hockley Heath, two miles and a quarter, is a rise of 147 feet ; and thence to the Worcester and Birmingham Canal, ten miles, is level; making a distance of twenty-three miles and a half, with a rise of 309 feet. The Tamworth Branch is level and connects with the summit pound; the first two miles and a half of the Temple Grafton Branch is level, but there is a rise of 20 feet in the next mile and a half.

This work forms a link in the great chain of inland canal communication, and passing through a country abounding with coal and limestone, affords, by its connection with other canals, the means of their transit, as well as other commodities, to all parts of the country.

STRATFORD AND MORETON RAILWAY.
2 George IV. Cap. 63, Royal Assent 28th May, 1821.

6 George IV. Cap. 168, Royal Assent 22nd June, 1825.

THIS railway commences at the Stratford-upon-Avon Canal, in Old Stratford, Warwickshire, and passes in a southerly direction,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/626

 along the side of the turnpike-road leading from Stratford to Oxford, by Halford Bridge, Clifford Chambers, Atherstone, Alderminster, Lower Ealington Park, Whitchurch, Armscott, Tredington, Darlingscote, Stretton-on-the-Fosse and Lemington, to Moreton-in-Marsh, in Gloucestershire, with a collateral branch from Stretton-on-the-Fosse, by Ditchford to Shipston-upon-Stour, in Worcestershire.

The act of parliament under sanction of which this undertaking was carried into execution, was passed in 1821, and is entitled, 'An Act for making and maintaining a Railway or Tramroad from Stratford-upon-Avon, in the county of Warwick, to Moreton-in-Marsh, in the county of Gloucester, with a Branch to Shipston-upon-Stour, in the county of Worcester.' By this act a company of persons, amongst whom were Lord Dudley and Ward and Lord Redesdale, were incorporated by the name of "The Stratford and Moreton Railway Company," with powers to raise amongst themselves, for the purposes of the act, the sum of £33,500, in shares of £50 each, and, if necessary, a further sum of £7,000, either amongst themselves, by creation of new shares or by mortgage of the tolls and rates, and to collect the following

TONNAGE RATES.
Fractions of a Quarter of a Ton and of a Mile to be considered as Quarters.

Owners of land adjoining the railway may lay collateral branches on their lands to communicate with this railway; and may also erect wharfs or warehouses on their land, and on their refusing to do so when thereto required by the company of proprietors, the act authorizes the company to make such erections, and empowers them and such lords of manors or owners of land who shall have erected wharfs, &c. to collect the following wharfage and warehousing rates.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/627

WHARFAGE AND WAREHOUSING RATES.
The Column marked thus (*) are the Rates to be taken for Forty-eight Hours.

The Column marked thus (+) ditto, the next Ten Days.

The Column marked thus (±) ditto, every subsequent Day.

The act directs that the whole sum necessary for making this railway shall be subscribed before the work is commenced, and that it shall be completed in five years.

The management of the company's affairs to be conducted by a committee of five persons, who are to be under the control of the general assemblies of proprietors.

An estimate of the expense of laying down this railway, made in 1821, by Mr. Thomas Baylls, was £33,456, 16s. 8d.

In 1825 a second act of parliament was passed relating to this railway, entitled, 'An Act to amend an Act passed in the First and Second Year of the Reign of his present Majesty, entitled, An Act for making and maintaining a Railway or Tramroad from Stratford-upon-Avon, in the county of Warwick, to Moreton-in-Marsh, in the county of Gloucester, with a Branch to Shipston-upon-Stour, in the county of Worcester; and for making further Provisions touching the same.'

This act makes some alteration in the line of the branch to Shipston-upon-Stour, and states, that to carry on the work the company had borrowed the sum of £11,300 of different persons, proprietors of shares, and that £36,000 more would be wanted to complete the undertaking, and that Thomas Dudley, Esq. of Shutt End, near Dudley, had agreed to advance them £15,000 as a loan, provided he had a mortgage of the tolls and rates made to him as a security; and that £6,000 more would be raised by the proprietors amongst themselves. The act then authorizes the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/628

 company to assign the tolls and rates to those proprietors who had advanced the £11,300, as security to them; and to Thomas Dudley, Esq. as a security for the £15,000 to be advanced by him; and although the persons who lent the £11,300 have a prior claim on the tolls and rates to Mr. Dudley, yet in order to induce him to advance the said sum of £15,000, a majority of them, being four-fifths in value, by an agreement dated the 22nd September, 1824, executed by them, agreed that any mortgage of the tolls made to Thomas Dudley, should have priority over any claims which they had or might have on them; and this agreement is confirmed by the act of parlialnent, which declares that Mr. Dudley shall have preference in payment both of his principal sum and interest, at the rate of £4, 4s. per cent, per annum, over those persons who executed the said agreement and who were creditors of four-fifths of the said, sum of £11,300. And the company are also empowered to raise a further sum of £15,000, in addition to the £15,000 to be advanced by Mr. Dudley, by mortgage of their tolls and rates.

The length of the main line of this railway is about sixteen miles, and the branch to Shipston-upon-Stour two miles and a half; and the rise from the canal at Stratford-upon-Avon to Moreton-in-Marsh is 360 feet.

The principal object of this railway is the conveyance of coal to supply Moreton, Stow and other parts of that country; and, in return, to take stone and agricultural produce.

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

32 George II. Cap. 47, Royal Assent 5th April, 1759.

16 George III. Cap. 21, Royal Assent 25th March, 1776.

THIS canal commences at the River Severn, near Framiload, in the county of Gloucester, and from thence runs in an easterly direction by Witminster, rlear which it is crossed by the Gloucester and Berkeley Canal; it thence continues an easterly course, crossing the Stroudwater, by Eastington and Stonehouse, and terminates in the Thames and Severn Canal, at Wallbridge, near Stroud. The length is rather more than eight miles, with a rise of 102 feet 5 inches.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/629

The first act of parliament relating to this undertaking was passed in 1730, and is entitled, 'An Act for making navigable the River Stroudwater, in the county of Gloucester, from the River Severn, at or near Framiload, to Wallbridge, near the town of Stroud, in the same county.' It appointed certain persons therein named undertakers for effecting the provisions of the act, and authorized their taking the following

TONNAGE RATES.
And in proportion for a greater or less Weight or Distance.

From the opposition of the millers, arising from the fear of losing their water, and other causes, this act was not carried into execution; but in 1759 a second act of parliament, entitled, 'An Act to amend and explain an Act made in the Third Year of his present Majesty's Reign,' was passed, which authorized John Kemmett, Arthur Wynde, James Pynock and Thomas Bridge to carry into effect the provisions of the former act, and giving them all the powers therein granted to the undertakers, they covenanting to complete the navigation without locks, and consequently without loss of water to the millers. The scheme by which these gentlemen meant to effect their purpose, was by shifting the cargoes into boxes, and at every mill to remove them into other boats by means of cranes; the plan, however, did not succeed, though it was persevered in to nearly the ruin of the projectors.

In 1776 another act of parliament was passed, entitled, 'An Act to amend an Act, passed in the Third Year of his late Majesty's Reign, entitled, An Act for making navigable the River Stroudwater, in the county of Gloucester, from the River Severn, at or near Framiload, to Wallbridge, near the town of Stroud, in the same county, and for giving other Powers for the Purpose of making a Navigation from Framiload to Wallbridge aforesaid.' It states that the undertakers appointed by the preceding act had failed to complete the navigation, and that certain persons had subscribed £20,000 for that purpose. The act, therefore,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/630

 these persons by the name of "The Company of Proprietors of the Stroudwater Navigation," and empowers them to raise £20,000 amongst themselves, in two hundred shares of £100 each, and, if necessary, a further sum of £10,000, either amongst themselves, by creation of new shares, or by mortgage of the undertaking, and authorizes them to take the same tolls and rates as the undertakers under the first act of parliament were empowered to take, and which are enumerated in a foregoing part of this article. The tolls and rates to be exempted from all taxes. Fifteen years allowed to the company to complete the navigation.

No Boat of less than Twenty Tons to pass thrQugh the Locks without leave of the Company, except when the Waste Water runs over the Weir.

The act of parliament, passed in 1783 for making the Thames and Severn Canal, restrains the Stroudwater Company from taking more than 2s. 3d. per ton for coal carried on their canal, and passing to the Thames and Severn, and going thereon not more than one hundred and fifty yards above the high road at Brimscombe, and 1s. per ton only for coal going more than one hundred and fifty yards beyond such road.

TONNAGE RATES.
And in proportion for a greater or less Quantity or Distance.

This canal has been of infinite advantage to tile town of Stroud, and the clothing district in the neighbourhood, by furnishing them with coal at a cheap rate, and conveying their heavy and bulky goods to various markets; and from its connection with the Thames and Severn, was the means of forming the first communication by inland navigation between London and Bristol, and the counties of Gloucester, Worcester and Hereford.

SURREY (GRAND) CANAL.
(SEE [[/Grand Surrey Canal|GRAND SURREY CANAL].)


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/631

SURREY IRON RAILWAY.
41 George III. Cap. 33, Royal Assent 21st May, 1801.

45 George III. Cap. 5, Royal Assent 12th March, 1805.

THIS railway commences at a basin which connects it with the River Thames at a place called Ram Field, in the parish of Wandsworth, and from thence proceeds in a southerly direction, running parallel with the River Wandle to Mitcham, (where there is a branch from it to Hack Bridge, in the parish of Carshalton;) it proceeds from thence in a south-easterly direction to a place called Pitlake Meadow, in the town of Croydon, where it unites with the Croydon, Merstham and Godstone Railway, already described in this work, and called in our map the southern part. The basin is about a quarter of a mile long, with a lock next the Thames, and is sufficiently spacious to hold thirty barges or more at once. The length of this railway is nearly nine miles, with no where a greater ascent than about 1 inch in 10 feet. It was the first public railway constructed near London, and the expense of its construction, including lock, basin and branch, was estimated by Mr. W. Jessop at £33,000.

The act of parliament authorizing this undertaking was passed in 1801, and is entitled, 'An Act for making and maintaining a Railway from time town of Wandsworth to the town of Croydon, with a collateral Branch into the parish of Carshalton, and a navigable Communication between the River Thames and the said Railway at Wandsworth, all in the county of Surrey.' It incorporates the subscribers by the name of "The Surrey Iron Railway Company," and empowers them to raise, for tile purposes of the undertaking, amongst themselves the sum of £35,000, in three hundred and fifty shares of £100 each, and, if necessary, a further sum of £15,000, either amongst themselves, by creation of new shares or by mortgage of the tolls and rates, and also authorizes them to take the following


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/632

TONNAGE RATES CONTINUED.
Fractions of a Quarter of a Ton to be considered as a Quarter, but all Fractions of a Mile as a Mile.

Lords of manors and owners of land on the railway may erect wharfs and warehouses, and on their refusing to do so when required, the company may erect them, and may receive such reasonable rates and allowance on all goods lying on or in them more than twenty-four hours, as the commissioners appointed under this act shall deem sufficient.

The act provides that nothing contained in it shall prejudice the rights of the Lord Mayor and Corporation of the city of London, as conservators of the River Thames; and that the company shall pay to the said Lord Mayor and Corporation the sum of 21s. as a fine or acknowledgment for opening a communication between the basin and the River Thames, and an annual rent of £10 as a compensation for the diminution of any tolls or rates which may be caused by this undertaking.

A second act of parliament was obtained in 1805 by this company, entitled, 'An Act to enable the Company of Proprietors of the Surrey Iron Railway to raise a further Sum of Money, for completing the said Railway, and the Works thereunto belonging,' which empowered them to raise an additional sum of £10,000 for the completion of the work, either amongst themselves, by the creation of new shares, or by mortgage of the tolls and rates.

The railway is double throughout, and at the north-west end of Croydon is but about three-eighths of a mile from the Croydon Canal. Its principal object is to facilitate the conveyance of lime, chalk, flint, fullers' earth and agricultural products from its neighbourhood to London; and in return to take from thence coals and manure for the supply of the country through which it passes.

SWALE RIVER.
(SEE [[/Ouse River, York|OUSE RIVER, YORK].)


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/633

SWANSEA CANAL.
34 George III. Cap. 109, Royal Assent 23rd May, 1794.

THIS canal commences in Swansea Harbour, at the mouth of the Tawe River, and running in a direction a little to the eastward of north, and parallel with the River Tawe, passes Landoor, the copper-works of J. Morris, Esq, at Morris Town; afterwards crossing the small River Twrch, it terminates at Pen Tawe, and from whence is continued a railway to the lime-works at Hen-Noyadd, in the parish of Ystradgunlais, in the county of Brecon. There are two railways branching from this canal, each about two miles in length; one near Ynis Tawe, to coal mines, and the other to coal mines and lime-works near Bryan Morgan.

The length of this canal is about seventeen miles, of which a portion, one mile and a half in length, between Landoor Brook and Morris Town, (called Morris's Canal) through the estate of the Duke of Beaufort, was constructed by that nobleman, who receives the tolls thereof. From Swansea to opposite Pont-ar-Tawe, a distance of about eight miles and a quarter, is a rise of 105 feet; from thence to Pont Gwaynclawdd, eight miles further, it rises 237 feet; and there is a rise of 31 feet in the remaining three quarters of a mile, making a rise in the whole distance of 373 feet.

The act of parliament, under authority of which this undertaking was completed, is entitled, 'An Act for making and maintaining a navigable Canal, from the town of Swansea, in the county of Glamorgan, into the parish of Ystradgunlais, in the county of Brecon.' It incorporates the subscribers by the name of "The Company of Proprietors of the Swansea Canal;" empowers them to raise £60,000 in shares of £100 each, and, if necessary, a further sum of £30,000; and authorizes them to take the following


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/634

TONNAGE RATES CONTINUED.
The Tolls taken by the Duke of Beaufort, on that Part of the Canal belonging to him, to be the same as those taken by the Company.

No Boat under Fifteen Tons to pass any Lock when the Water does not flow over the Waste Weir; nor any Boat under Ten Tons to pass when it does so flow, without leave or paying the Tonnage respectively.

Mr. Thomas Sheasby was the engineer employed in this canal, which was completed and opened in October, 1798. The principal objects for which it was executed are the export of coals, ironstone, &c. with which the country abounds, and the convevyance of lime to the intermediate works and country, and of copper and other ores and minerals to the extensive foundries about Swansea.

TAMAR MANURE NAVIGATION.
36 George III. Cap. 67, Royal Assent 26th April, 1796.

THE River Tamar, under authority of this act of parliament, is made navigable from Morwelham Quay, near Calstock, (where the Tavistock Canal begins) up to Boat Pool, from whence a canal has been made, which runs in a course a little to the west of north, by Launceston, Milton Abbott, Bradstone, Lifton, Warrington, Northcott and Tetcott, to Tamerton Bridge, a distance of about twenty-two miles. There is a collateral cut near Poulson Bridge, to Launceston.

The act is entitled, 'An Act for making and maintaining a Navigation from Morwelham Quay, in the parish of Tavistock, in the county of Devon, to Tamerton Bridge, in the parish of North Tamerton, in the county of Cornwall; and also a certain collateral Cut from Poulson Bridge, in the parish of Lifton, in the said county of Devon, to Richgrove Mill, in the parish of St. Stephen, near to the borough of Launceston, in the said county of Cornwall.' It empowers the company of proprietors to raise amongst


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/635

 themselves, for the purposes of the act, the sum of £121,000, in shares of £50 each, and they are to pay £200 per annum to the Duchy of Cornwall for the liberty of making this navigation. Inclined planes and railways may be substituted in place of locks on this canal.

This canal was designed principally for the supply of coal, sea-sand and lime as manure, and affords an opening for the export of the agricultural products of the country through which it passes.

TAVISTOCK CANAL.
43 George III. Cap. 130, Royal Assent 27th July, 1803.

THIS canal commences in the tideway of the Tamar River, (near the commencement of the Tamar Manure Navigation) at Morwelham Quay New Basin, near Calstock, and terminates at the town of Tavistock. Its length is about four miles, in nearly a north-east course, and through Morwelham Down by a tunnel about two thousand six hundred and forty yards long and about 460 feet beneath the highest point of the down above it. It has likewise a branch from Crebar, near the north end of the tunnel, to the slate quarries at Millhill Bridge.

The act of parliament for this canal is entitled, 'An Act for making and maintaining a navigable Canal from and out of the River Tamar, at or near Morwelham Quay, to the town of Tavistock; and also a collateral Cut to lead from the said Canal to Millhill Bridge, in the county of Devon.' It empowers the company of proprietors to raise amongst themselves, for the purposes of the act, the sum of £50,000, in shares of £50 each, and to take the following

TONNAGE RATES.
Ores may be carried to the Dressing Floor, or the Waste or Rubbish of Mines or Lodes be removed to proper Places on any part of the Canal free of Toll.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/636

Besides the above rates, all goods which pass into or from the Tamar River, and are not loaded at Morwelham Quay, are to pay as below, for reimbursing the owner or occupier thereof, for the loss of wharfage on such goods, viz.

WHARFAGE RATES.
In addition to the above, One Penny per Ton is to be paid on all Goods entering the Canal Basin at Morwelham.

By an estimate furnished by Mr. John Taylor and Mr. J. Hitchins, dated in February, 1803, it appeared that the expense of completing the canal, to be 16 feet at top, 8 feet at bottom, and 3 feet deep, and tunnel, would amount to £36,958, 16s.

From the Tamar River, the first one-eighth of a mile is level with high water at Morwelham Quay; thence in a quarter of a mile is a rise of 237 feet; thence about three miles and one-eighth to Tavistock is level; the branch is level to New Quarry about a mile and five-eighths; thence to Millhill Bridge, three-eighths of a mile, is a rise of 19½ feet.

The locks upon this canal are to be calculated for boats of 12½ feet long and 5 feet wide; but the company may erect inclined planes for boats or boxes of goods, instead of locks.

Morwelham Down, through which the tunnel passes, is of hard rock and supposed to be intersected by several fissures or lodes filled with metallic ores. It is the property of the Duke of Bedford, who is the most considerable subscriber to the undertaking, and who has leased to the company the mines which may be found in tunnelling.

The canal crosses the Lumbourn River near Crebar by an aqueduct bridge two hundred yards long and 60 feet above the river. Its principal object is the export of slate, copper-ore and other minerals and agricultural produce; and the import of coals, lime and other articles for the supply of Tavistock and the neighbouring country.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/637

TAY RIVER AND PERTH NAVIGATION.
11 George IV. Cap. 121, Royal Assent 17th June, 1830.

THIS noble river has its source in that romantic district which separates the counties of Perth and Argyle, and but a few miles north of the head of the beautiful Loch Lomond. Its course is eastwardly, embracing Locbs Dochart and Tay; and thence in a southwardly course by the town of Dunkeld and Scone Palace, (the ancient residence of the Scottish Kings) to the city and port of Perth, from which place it gradually widens in a considerable estuary, and falls into the North Sea between Button Ness and Tentmoor Point, about five miles east of the port and harbour of Dundee, and twenty-eight from Perth.

The Tay is navigable at spring tides to the city of Perth, but much obstructed by the floods at one time and the shallows at another, but more in particular by one situate betwixt the quays of Perth and the Friar Town, called the Weel Ford; to remedy which, and to improve the navigation generally, an act was obtained on the 17th June, 1830, entitled, 'An Act for enlarging, improving and maintaining the Port and Harbour of Perth; for improving the Navigation of the River Tay to the said city; and for other Purposes therewith connected;' and by which, twenty-six commissioners are appointed to carry the purposes of this act into execution.

The proposed improvements consist chiefly in deepening about fifteen hundred yards in length of the river from the Towns-ford, opposite the Merchant's Pier, on the west side of the river to Friar Town, so as to admit vessels drawing 9 feet 6 inches at neap tides, at that part of the river nearest to Perth, and 14 feet 6 inches at Friar Town Deeps. The quays also are to be rebuilt to the extent of nearly eight hundred yards. Mr. James Jardine was the engineer employed on this business, who estimated the expense at £14,504, the whole of which is to be paid out of the funds of the city of Perth. In coasideration of the outlay of this sum, the act empowers the commissioners to demand the following rates.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/638

RATES OF NAVIGATION DUES ACCORDING TO THE TONNAGE.
For every Vessel, Ship, Boat, Bark or Lighter, for every Time it comes to the Port or Harbour of Perth, and within that Portion of the Precincts of the said Port and Harbour, lying above the point where the Willowgate Branch of the River falls into the main Stream below Friar Town the following Dues shall be paid.

For every Vessel remaining at the Harbour or Quays of Perth more than Six Months, one-third more of the above Dues; so remaining One Year, double the above Dues; and the above Rates for every Six Mouths it shall so remain beyond One Year.

For the additional rates and duties leviable upon goods imported and exported, we refer the reader to the Schedule B at the end of the act, as they are far too numerous for our insertion. In addition to these, however, there are the tolls, rates and duties payable to the Lord Provost, Magistrates and Town Council of Perth, comprised under the name of Custom, Anchorage, Sess Boll, Shore Dues and Coal Deacon's Dues; but as these are charges arising from custom and unsanctioned by any parliamentary enactment, we purposely omit them also.

On the credit of the dues, the commissioners may borrow £16,000 sterling for the purposes of the act; and, for further security, the Lord Provost, Magistrates and City Council of Perth are empowered to interpose the security of the common funds of the city, at the same time. Their rights, dues, duties, privileges and jurisdictions are protected by a clause in the act; so also is the right of free port and harbour claimed by the Right Honorable the Earl of Kinnoul, at the Bridge End of Perth, as a part and pertinent of the Barony of Balhousie.

It is provided, by the last clause in the act, that the payment of dues and duties shall not commence until £5,000 of the requisite fund for improving the navigation has been advanced.

The improvement of a navigation, extending nearly thirty miles into one of the most fertile districts of Scotland, cannot fail to be attended with considerable advantage to the trading community of a city where the manufacture of linen cloth and leather, and the processes of bleaching and printing are carried on to a considerable extent.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/639

TEES NAVIGATION.
48 George III. Cap. 48, Royal Assent 27th May, 1808.

9 George IV. Cap. 97, Royal Assent 19th June, 1828.

THE first act for executing this useful work was obtained in 1808, under the title of 'An Act for making a navigable Cut from the East Side of the River Tees, near Stockton, into the said River near Portrack, in the county of Durham; and making various other Improvements in time Navigation of the said River between the town of Stockton and the Sea.' By this act certain persons are incorporated as "The Tees Navigation Company," with power to make a navigable cut from the Tees, from the bridge across that river at Stockton to the junction of the same with the sea at Portrack, and to make the same navigable for ships and other vessels, and to improve, open, dig, widen and cleanse the said river, with its creeks and outlets, in any part between Stockton and the sea; and also to remove, cut through, or otherwise destroy any rocks, shoals, shallows or other obstructions lying near the bar or mouth of the said river, for stopping the present course of which and for diverting the same, they are also empowered to make embankments, which, however, must be maintained at their own expense. The proprietors have power to enter and use lands for the purposes of this act, proper compensation being made to the owners thereof; for the settlement of which, commissioners are appointed by the act, with authority to fill up vacancies. For completing the works the company may raise £7,000, in shares of £50 each; and, should this prove insufficient, they may raise an additional sum of £5,000, either by the creation of new shares, or by mortgage of the works, or on optional notes.

For paying interest on the capital advanced, borrowed money and other contingencies, they are authorized to demand the following


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/640

TONNAGE RATES CONTINUED.
Ships of War, Ships in Distress and all Vessels in his Majesty's Service are exempted from these Rates.

The company have also a power to erect light-houses on or near the bar of the Tees, and to charge for them, on every vessel passing the bar, the following

LIGHT-HOUSE RATES.
In the year 1828 the company obtained a second act, entitled, 'An Act to enable the Tees Navigation Company to make a navigable Cut from the East Side of the River Tees, near Portrack in the county of Durham, into the said River near Newport in the township and parish of Acklam, in the North Riding of the county of York.'  By this act the company have the usual powers for making the projected cut, granted to them; they are likewise authorized to raise, for the purposes of this act, £20,000 by the creation of new shares; and they may, if needful, borrow £30,000 in addition to the said £20,000. Dividends of £10 per cent, to be paid annually on shares created under both acts, providing first for the paying off of the regular interest on £3,000 borrowed under power of the former act, and the interest on such sums as shall be borrowed under this act. The proprietors may, from time to time, lessen the rates and again advance them, if requisite; they may also reduce the dues on foreign ships and goods. Owners of land on the north side of the canal may keep a ferry-boat on the same; and the canal is declared to be free from any control of the Commissioners of Sewers. There are other clauses


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/641

 saving time rights of several individuals, of the See of Durham, and of the Corporation of Stockton.

This line of navigation commences in the Tees at Stockton Bridge; it makes a very considerable bend below this point, being indeed almost in a circle; it is also crossed by the Stockton and Darlington Railroad, parallel with which road the new cut is made from near the crossing to its opening into the Tees Mouth.

The work is one of great utility for vessels trading to this part of the country; and since the Darlington Railroad was carried to Stockton, vessels are enabled to take coal from hence for the London market; and when the railway is extended, by the suspension bridge across the Tees, to the proposed docks, this trade will be considerably increased.

THAMES RIVER.
THIS noble river, the most important in a commercial point of view of any in the world, has one of its sources at a place called The Head of the Isis, or Thames, near the road running from Cirencester to Tetbury, in the county of Gloucester, whence, under the name of the Isis, it flows to Latton, near Cricklade, where it is joined by another branch, whose source is about three miles from Cheltenham; thence passing Cricklade, where it is joined by another branch from the foot of Cleeve Hill, it runs easterly to Lechlade, at which place it becomes navigable, and


text: 1911 Encyclopædia Britannica/Hudson Bay

title: 1911 Encyclopædia Britannica/Hudson Bay


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/642

 where the Thames and Severn Canal locks into it; continuing a very circuitous course, leaving Faringdon on the south and Bampton on the north, it proceeds through a part of the grounds of Blenheim, to Oxford, where the Oxford Canal enters it; proceeding southerly it passes by Nuneham Park to Abingdon, where the Wilts and Berks Canal joins it; taking a circuitous course, inclining to the south-east, to near the town of Dorchester, where it is joined by the Thame, and said to obtain the name of Thames, from Thame and Isis; it then proceeds in a southerly direction by Bensington, Wallingford, Streatley, Basilden Park, Maple Durham and Purley Hall, to Caversham Bridge near Reading, where the Kennet Navigation joins it; passing Caversham Park and Holme Park, and bending northerly it proceeds by Park Place to Henley; from thence passing by Fawley Court, Spinfield Lodge and Bisham Abbey, it runs to Great Marlow; and thence in a south-easterly course, by Maidenhead, on its way to Windsor; whence, winding round the Castle Hill, it proceeds, by Datchet, Staines and Chertsey, to near Woburn Park and Ham; here it is joined by the River Wey, which connects the Basingstoke Canal and the Wey and Arun Navigation with it; it now passes Oatlands, Ashley Park, Apps Court and Hampton Court Palace, in an easterly course to Thames Ditton, thence northerly to Kingston; and thence, in the same direction, by Teddington, Twickenham, and Ham House, to Richmond; it afterwards passes Isleworth and Sion House, to near Brentford, where the Grand Junction Canal communicates with it at the mouth of the River Brent; it then continues a winding course, by Kew, Brentford, Mortlake and Chiswick, to that part of Hammersrnith where it is crossed by the suspension bridge, Putney and Fulham, to Wandsworth, at which latter place the Surrey Railway communicates with it by means of a basin. A little lower down it is joined by the Kensington Canal. It pursues its course through London to a short distance below the tower, where the Saint Katherine Docks have recently been erected. A little further down are the London Docks; and at Rotherhithe there is a tunnel which has been cut under and about half-way across the river, but has been stopped, not only by the water getting through but by want of funds; it is next joined by the Grand Surrey Canal; and at


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/643

 Limehouse, on the opposite side of the river, communicates with the Regent's Canal; as well as with the River Lea, a little further down, by the Limehouse Cut.

Proceeding in an easterly direction, it reaches the Isle of Dogs, round which it snakes a winding and circuitous course by Deptford and Greenwich; but a canal having been cut across the Isle of Dogs, connecting the river and cutting off a large bend, the distance is greatly shortened. It passes the East and West India Docks at Blackwall, and the Commercial Docks on the south side near the Deptford Road, and at Bow Creek receiving the River Lea, continues its course by Woolwich, where a canal is cut up to the Arsenal, a little below which, on the north side, the River Roding falls into it. Passing on to Purfleet, it is joined on its south side by the River Darent; and about five miles lower down is a short railway to Gray's Thurrock Lime Works; thence it flows on to Gravesend, where the Thames and Medway Canal unites with it; continuing its course eastward, it reaches Sheerness, where the River Medway and others join it, and where it forms a large estuary, called the mouth of the Thames.

The acts of parliament relating to this river are so numerous, (as will be seen by referring to the head of this article) that we shall only avail ourselves of those parts of them which we consider necessary as a matter of reference, touching the navigation of this river. The first, therefore, from which we shall make any extract is that passed in 1730, and entitled, 'An Act for reviving and amending an Act made in the Sixth and Seventh Years of time Reign of his late Majesty King William the Third, entitled, An Act to prevent Exactions of the Occupiers of Locks and Weirs upon the River of Thames, westward, and for ascertaining the Rates of Water Carriage upon the said River;' which states that the act of the 7th of King William III. therein referred to, having long since expired, and in consequence of which, the occupiers of locks and weirs on the River Thames, from the city of London, westward, to Cricklade; in the county of Wilts, being in the habit of exacting such exorbitant sums for the passage of barges and other vessels, as greatly to discourage navigation, and increase the rates of water carriage upon the river; and that tolls are now demanded from men haling barges and other vessels on


text:
Page:EB1911 - Volume 02.djvu/396

 At Nippur (the ancient Calneh) the research undertaken by the university of Pennsylvania resulted in the discovery, under a ziggurat dated from 4000–4500, of a barrel-vaulted tunnel, in the floor of which were found terra-cotta drain pipes with flanged mouths. At a later date (3750 ) Naram-Sin, the son of Sargon, had built over the older ziggurat a loftier and larger temple, above which was a third built by Ur Gur (2500 ), which still retained its burnt brick casing, 5 ft. thick. Crowning all these was the Parthian palace mentioned in the section on Parthian architecture below. The result of these researches has not only carried back the date of the earlier settlements to a prehistoric period quite unknown, but has suggested that if similar researches are carried out in other well-known mounds, among which the great city of Babylon should be counted as the most important, further revelations may still be made.

But we have now to pass to the principal cities of the Assyrian monarchy on the river Tigris. At Nineveh, the capital, which is about 250 m. north of Babylon, the remains of three palaces have been found, those of Sennacherib (705–681 ), Esarhaddon (681–668 ), and Assurbanipal (668–626 ). At Nimrud (the ancient Calah, founded by Assur), 20 m. south of Nineveh, are also three palaces, one (the earliest known) built by Assurnazirpal (885–860 ), the others by Shalmaneser II. (860–825 ) and Esarhaddon. At Balawat, 10 m. east of Niniveh, was a second palace of Shalmaneser II., and at Khorsabad, 10 m. north-east of Nineveh, the palace (fig. 8) built by Sargon (722–705 ), which was situated on the banks of the Khanser, a tributary of the Tigris. As this palace is one of the most extensive of those hitherto explored, its description will best give the general idea of the plan and conception of an Assyrian palace.

The palace was built on an immense platform, made of sun-dried bricks, enclosed in masonry, and covering an area of nearly one million square feet, raised 48 ft. above the town level. The principal front of the palace measured 900 ft., there being a terrace in front. The approach was probably by a double inclined ramp which chariots and horses could mount. A central and two side portals (fig. 9), flanked with winged human-headed bulls (now in the British Museum), led to the principal courtyard (A), measuring 300 ft. by 240 ft. The block (B) on the left of the court, containing smaller courts and rooms, constituted the harem; that on the right the offices (C); those in the rear the halls of state (DDD), the residences of the officers of the court (E), the king’s private apartments (F) being on the left, facing the ziggurat or temple (G). In the extreme rear were other state rooms with terraces probably laid out as gardens and commanding a view of the river and country beyond.

As there must have been nearly 700 rooms in the palace, the destination of the greater number of which it would be difficult to determine, it will be sufficient to refer only to those state rooms in which the principal sculptured slabs were found, and which decorated the lower 9 ft. of the walls. The two chief factors to be noted are (1) the great length of the halls compared with their width, the chief hall being 150 ft. long and 30 ft. wide, and (2) the immense thickness of the walls, which measured 28 ft. The only reason for walls of this thickness would be to resist the thrust of a vault, and as La Place, the French explorer, found many blocks of earth of great size, the soffits of which were covered with stucco and had apparently fallen from a height, he was led to the conclusion, now generally accepted, that these halls were vaulted. These discoveries, and the fact that in none of the palaces excavated has a single foundation of the base of any column been found, quite dispose of Fergusson’s restoration, which was based on the palaces of Persepolis. Moreover, the two climates are entirely different. In the mountainous country of Persia the breezes might be welcomed, but in Mesopotamia the heat is so intense that every precaution has to be taken to protect the inmates of the house or palace. Thick walls and vaults were a necessity in Nineveh, and even the windows or openings must have been of small dimensions. No windows have been found, nor are any shown on the bas-reliefs, except on the upper parts of towers. It is possible therefore that the light was admitted through terra-cotta pipes or cylinders, of which many were found on the site, and this is the modern system of lighting the dome in the East. Although no remains have ever been found of domes in any of the Assyrian palaces, the representation of many domical

title: Page:EB1911 - Volume 02.djvu/396


text: 1911 Encyclopædia Britannica/Hudson

title: 1911 Encyclopædia Britannica/Hudson


text:
Page:Brundtland Report.djvu/79

 when exports were depressed, also helped to plunge many developing countries into debt crises. Austerity programmes laid down by the IMF as a prerequisite for extending credit to meet short-term balance-of-payments needs became particularly onerous after the debt crisis. Growth was cut back and many social objectives fell by the wayside, including those having to do with employment, health, education, environment, and human settlements.

10. This was a radical change from the 19606 and 1970s. Then it was rapid economic growth that was seen as an ecological threat. Now it is recession, austerity. and falling living standards. The decline of he 1980s has aggravated pressures on the environment in several ways:
 * Austerity measures and general recessionary conditions have brought sharp declines in per capita incomes and increased unemployment. This forces more people back into subsistence agriculture, where they draw heavily on the natural resource base and thus degrade it.
 * Austerity programmes inevitably include government cutbacks in both the staff and expenditure of fledgling, weak environmental agencies, undermining even the minimal effects being made to bring ecological consideration into development planning.
 * conservation always takes a back seat in times of economic stress. As economic conditions have worsened in developing countries and debt pressures have mounted, planners have tended to ignore environmental planning and conservation in both industrial and rural development projects

11. The critical situations in sub Saharan Africa and debt strapped countries of Latin America demonstrate, in an extreme way, the damaging impacts that unreformed international economic arrangements are having on both development and the environment.

{{c|

1. The African Continent
}}

12. Africa on the whole has been caught up in a series of downward spirals: /…

title: Page:Brundtland Report.djvu/79


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/644

the river and using the towing-path, which was formerly free to them; and that such large sums are demanded by the owners and occupiers of land through which the towing-path passes, for horses that are used for haling vessels, as greatly to injure the trade on the river; for remedy of which, the act appoints commissioners for the counties of Middlesex, Surrey, Berks, Bucks, Oxon, Gloucester and Wilts, with powers to ascertain and settle such rates and tolls to be paid by the owners of barges and other vessels for the use of the towing-path, either by men or horses, and to the occupiers of all locks, weirs, &c. as they shall consider fair and reasonable, regard being had to the tonnage of the vessels; to the rates settled by the act of the 7th of King William III. and to the expense incurred in the erection of such locks, weirs, &c. provided, however, that they shall not alter the amount of any tolls or rates which shall be proved to have been taken for the preceding thirty-five years or more.

The commissioners are also empowered to fix the rate of carriage to be taken by the owners of barges, &c. and to cleanse and scour any part of the rver they may think necessary; to defray the expense of which they may impose a rate to be paid by all barges, &c. passing any place so cleansed and scoured.

The act passed in 1751, entitled, 'An Act for the better carrying on and regulating the Navigation of the Rivers Thames and Isis, from the city of London, westward, to the town of Cricklade, in the county of Wilts,' appoints as commissioners for the counties of Middlesex, Surrey, Berks, Bucks, Oxon, Gloucester and Wilts, all persons living in such counties who shall be rated to the land-tax for an estate of £100 a year in value, giving them the same powers and authority which were given to the commissioners by the act of 1730, from which we have extracted; which act, as well as the 7th of King William the Third, is hereby repealed.

The next act of parliament respecting this navigation which we consider it necessary to refer to, is that passed in 1771, entitled, 'An Act for improving and completing the Navigation of the Rivers Thames and Isis, from the city of London, to the town of Cricklade, in the county of Wilts;' which states that the act of 1751 (named above) not having vested sufficient powers in the commissioners therein appointed, for preventing abuses and


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/645

 by the owners of the towing-paths, and of the locks, weirs, &c. and for raising the necessary sums for cleansing and scouring such parts of the river as may require it; and in order to remedy which, the act appoints as commissioners all persons having landed property of the value of £100 per annum, in any of the counties through which the river passes, with the addition of many public functionaries, including the Lord Mayor and Aldermen of London, the Heads of Colleges at Oxford, &c. with powers to fix the rates to be paid by barges or other vessels passing through any lock, provided that such rate be not less than any now taken under authority of any preceding act of parliament, or more than four-pence per ton at any one lock; and also the rate of carriage of all sorts of goods to be taken by the owners of such barges or other vessels.

The act divides the navigation into six districts; the first district from the city of London to Staines Bridge; the second from Staines Bridge to Boulter's Lock; the third from Boulter's Lock to Maple Durham; the fourth from Maple Durham to Shillingford; the fifth from Shillingford to Oxford; and the sixth from Oxford to Cricklade.

The commissioners are authorized to borrow the sum of £50,000 by mortgage of the tolls and rates which they may collect, or by granting annuities; in the latter case the annuity not to exceed £10 per cent, per annum.

The act of 1774, entitled, 'An Act more effectually to improve and complete the Navigation qf the River Thames, westward of London Bridge, within the liberties of the city of London, and to prevent any Vessel or Barge from being moored in Taplow Mill Stream, in the county of Bucks,' repeals that portion of the last act which gives the commissioners therein appointed control over the first district of the river, between the city of London and Staines Bridge, and vests in the corporation of London, as conservators of the Thames, the same powers which had been previously given to such commissioners, and empowers the corporation to expend the sum of £10,000 in improving the navigation of that part of the river westward of London Bridge, within the jurisdiction of the city of London, for which they are not to receive any tolls from persons navigating the river.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/646

In 1777 another act was passed, entitled, 'An Act for enabling the Mayor, Aldermen, and Commons of the city of London, to purchase the present Tolls and Duties payable for navigating upon the River Thames, westward of London Bridge, within the liberties of the city of London, and for laying a small Toll in lieu thereof, for the Purpose of more effectually completing the said Navigation; and for other Purposes;' which states that the Mayor, &c. of London, in pursuance of the powers granted to them by the last recited act, had expended the sum of £10,000 in improving the navigation of the river between London and Staines Bridge; that they find, to complete such improvements, an additional sum of nearly £8,000 will be required, which they are willing to expend thereon, provided they are authorized to purchase the old tolls and duties now collected on that part of the river in their jurisdiction, and to collect in lieu thereof a small tonnage rate. The act then empowers the Lord Mayor, &c. to purchase such old tolls and rates, which are then to cease, and in lieu thereof they may take the following

TONNAGE RATES.
Vessels under Three Tons and all Pleasure Boats are exempted from these Rates.

The corporation are authorized to borrow £15,000 on mortgage, and assign the tolls as security; or by annuity at the following rate. On the lives of persons from the age of forty-five to sixty years, eight per cent. per annum; and on sixty years and upwards, ten per cent, per annum. All writings authorized by this act to be exempted from stamp duty.

The act of 1788, entitled, 'An Act to explain, amend and enlarge the Powers of so much of Two Acts, passed in the Eleventh and Fifteenth Years of the Reign of his present Majesty, for improving and completing the Navigation of the Rivers Thames and Isis, from the city of London, to the town


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/647

 of Cricklade, in the county of Wilts, as relates to the Navigation of the said Rivers from the Boundary of the Jurisdiction of the city of London, near Staines, in the county of Middlesex, to the said town of Cricklade,' states that the commissioners had raised the sum of £38,900, part of £50,000 authorized by former acts to be raised, which they had expended in improving the navigation of the river, and empowers them to borrow an additional sum of £25,000 for the same purposes.

The tolls and rates collected by them to be exempted from all taxes; and all manure, dung, compost and tillage for land on the line to be free from all rates or dues.

The act of 1794, entitled, 'An Act for better regulating and governing the Watermen, Wherrymen, and Lightermen, upon the River of Thames, between Gravesend and Windsor,' authorizes the Lord Mayor and Aldermen of the city of London to regulate the fares to be taken by watermen, &c. on the river between Gravesend and Windsor; and to make rules and regulations for their guidance, which are to be approved by one or more of the judges.

By the act of 1810, entitled, 'An Act for amending, altering and enlarging the Powers of Two Acts, passed in the Fourteenth and Seventeenth Years of his present Majesty, in relation to the Navigation of the River Thames, westward of London Bridge, within the liberties of the city of London; and for the further Improvement of the said Navigation,' the Corporation of London are empowered to erect four pound locks, each of which to be 150 feet in length and 20 feet in width in the chamber thereof, with three pair of gates in each lock, and to be at the following places; one near Chertsey Bridge; another near Shepperton; another near Sunbury; and the other near Teddington. The act also authorizes the corporation to borrow a further sum of £40,000 to carry on the work, by mortgage of the tolls, or by annuities; in the last case, the rate to be paid on lives from forty-five to sixty, is ten per cent, per annum; and on those above sixty, twelve per cent, per annum.

It also repeals the tolls formerly granted, and in lieu thereof empowers the collection of the following tonnage rates.