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 The first act of parliament relating to this river was passed in 1716, and is entitled,  'An Act for the Preservation and Improvement of the River Wear and Port and Haven of Sunderland, in the county of Durham.' It appointed certain persons, commissioners to execute the powers of the act for a period of twenty-one years, and to take duties as therein specified, to commence from the 24th June, 1717.

In 1726 another act was passed, entitled,  'An Act for the more effectual Preservation and Improvement of the Port and Haven of Sunderland, in the county of Durham,' which continued the commissioners for a period of twenty-one years, and authorized them to build a pier or quay on the south side and at the mouth of the said river, and to make other improvements thereon.

The act passed in 1747, entitled,  'An Act for the better Preservation and Improvement of the River Wear and Port and Haven of Sunderland, in the county of Durham,' states that the pier authorized by the last act of parliament has been erected, but that it wants additional works; and that the navigation of the river has become in a bad state, in consequence of the funds, arising from the tolls collected thereon, not being sufficient to keep it in a proper state of order and repair. The act, therefore, appoints new commissioners for a period of twenty-one years, and authorizes them to make the river navigable from Biddick Ford to New Bridge; and for carrying these works into effect, they are empowered to borrow so much money as may be found necessary, by mortgage of the dues, which are as follow

DUES.
The next act of parliament was passed in 1759, and is entitled,  'An Act for making and completing the Navigation of the River Wear, from and including South Biddick, or Biddick Ford, in the county of Durham, to the city of Durham, and for repealing so much of the Act of the Twentieth Year of this Reign, as relates to making the said River navigable between the said Two Places called South Biddick, or Biddick Ford, and New Bridge in the county of Durham.' It appoints certain persons therein named,


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 commissioners, with powers to carry the provisions of the act into effect, and to take for the whole distance between Biddick Ford and Durham, the following

TONNAGE RATES.
And in proportion for greater or less Quantities, and for a less Distance.

Iron-stone for the Works of Mr. Cookson, at Whithill, only to pay Two-pence per Chaldron.

The commissioners may borrow money for the purposes of the work, and assign the tolls as security.

Land-owners and lords of manors may erect wharfs and warehouses, and take such rates as may be agreed on.

Another act was passed at the same time as the one just recited, entitled,  'An Act continuing, amending and rendering more effectual so much of an Act made in the Twentieth Year of the Reign of his present Majesty, as relates to the Port and Haven of Sunderland, and the River Wear, between South Biddick, or Biddick Ford, and the said Port and Haven,' which appoints commissioners, in addition to those appointed by the 20th George II. and who may be living, to improve the navigation of the river between Sunderland and Biddick Ford. It also continues the act of the 20th George II. in force for a further period of twenty-one years, and authorizes the commissioners to take the same rates, as are therein directed to be taken.

In 1785 another act was passed, entitled,  'An Act for the better Preservation and Improvement of the River Wear and Port and Harbour of Sunderland,' which, however, is repealed by an act we shall next notice, which was passed in 1809.

This act, entitled,  'An Act for repealing an Act passed in the Twenty-fifth Year of the Reign of his present Majesty for the Improvement of the River Wear, and Port and Haven of Sunderland, in the county of Durham, and for the more effectual Preservation and further Improvement of the same River, Port and Haven,' in addition to the preceding act repeals all the foregoing

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 acts then in force, and after stating that there was a debt of £5,800 remaining unpaid, authorizes the commissioners, who are thereby appointed, to take the following

RATES.
And a Rate of One Penny per Ton on all Vessels entering the Port of Sunderland except from Stress of Weather.

And to borrow such sum of money as they may consider necessary, on the credit of the above duties.

The commissioners of this navigation having erected light-houses, are empowered to charge a rate of ½d. for every two tons on vessels entering the port of Sunderland; but on those that take refuge only in the said port, and do not take a cargo, 1½d. per ton, to support the said light-houses.

The next act of parliament relating to this navigation was passed in 1819, and is entitled,  'An Act to explain and amend an Act of the Forty-ninth of his present Majesty, for repealing an Act of the Twenty-fifth Year of his present Majesty, for the Improvement of the River Wear, and Port and Haven of Sunderland, in the county palatine of Durham; and for the more effectual Preservation and further Improvement of the same River, Port and Haven.' It enables the commissioners to remove all obstructions on the navigation and the port of Sunderland, and to prevent any future encroachments. The navigation to be surveyed by Mr. John Rennie, under the authority of the Lords of the Admiralty, and meer stones to be fixed defining its limits, to be called the Quay Line, between which line and the river, no erection whatever is to be made.

The celebrated iron bridge was erected over this river near Sunderland, by R. Burdon, Esq. which is 236 feet span and 100 feet high above high-water-mark.

The act of the 11th George IV. relates chiefly to the river and port of Sunderland, and is entitled,  'An Act for the Improvement and Preservation of the River Wear, and Port and Haven of Sunderland, in the county palatine of Durham,' was obtained chiefly with a view of remedying the defects of the previous acts, which are therefore repealed.


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The limits of this navigation and haven are from South Biddick or Biddick Ford, including the port and haven of Sunderland, as the same extends from Souter Point, two miles from Sunderland Bar to the north-east, into the sea to five fathoms at low water, and from thence in a supposed direct line till it falls opposite to a point called Ryhope Dean, two miles to the south.

To carry this act into execution, a great number of commissioners are appointed, whose qualification is to consist of real estate of the clear yearly value of £200, or a personal estate of £6,000; they are authorized to deepen and cleanse the said river; to enlarge the channel to the mouth thereof; to contract the entrance; build and repair piers, quays, capsterns, mooring-anchors, posts, landing-places, warehouses, and all other machinery, apparatus and works, for carrying on and maintaining the free navigation of this river; and for these purposes, authority is given to the commissioners to borrow any sum of money required, on security of the following

EXEMPTION FROM DUTIES.
Cinders burnt from Coals, subject to the previous Duties, are exempt from the Duties hereby imposed for Cinders shipped for exportation or water-borne to any other Place; as also Coals consumed in making Salt, Glass, Glass Bottles, Vitriol, Copperas, Earthenware, Bricks, Tiles, and burning Lime-stone into Lime.

LIGHT-HOUSE AND REFUGE DUTY.
Owners of Ships in the Lime Trade may compound for their Duties.

King's Ships are exempt.


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The rights of the Lord Bishop of Durham to the beacon and anchorage dues of the port and haven of Sunderland, are protected by a clause at the end of the act.

The importance of this navigation arises from the export of coal, which abounds in its neighbourhood, and is conveyed to it by numerous railways, laid down by the proprietors of the different coal-works; the port of London and many large towns situate upon the Thames, as well as all the Eastern Coast, receiving a considerable portion of their supplies from the port of Sunderland.

WEAVER NAVIGATION.
7 Geo. I. C. 10, R. A. 23rd March, 1720.

7 Geo. II. C. 28, R. A. 16th April, 1734.

33 Geo. II. C. 49, R. A. 22nd May, 1760.

47 Geo. III. C. 82, R. A. 8th Aug. 1807.

6 Geo. IV. C. 29, R. A. 2nd May, 1825.

10 Geo. IV. C. 70, R. A. 22nd May, 1829.

THE first act for making this river navigable, passed in the 7th George I. entitled,  'An Act for making the River Weaver navigable from Frodsham Bridge to Winsford Bridge, in the county of Chester,' empowering certain undertakers and trustees, and their successors, to execute the works; and when made, to take and receive 1s. 3d. per ton until the charges and expenses of making the same are satisfied, and afterwards only 1s. per ton. Forty bushels of rock salt or white salt, or eight barrels of sugar, each not being more than three hundred pounds weight, or two hogsheads of sugar of not more than one thousand two hundred pounds each, or three hogsheads of tobacco of not more than eight hundred pounds weight each; and that four tierces, each not being more than eight hundred pounds weight, shall be deemed a ton. Sixty-three cubic feet of coal, cannel coal, charcoal, coke and cinders, shall be a ton; that one hundred and twenty pounds weight of clay and flint, shall be taken for one hundred weight, and twenty of such hundred weights of clay to be a ton, and twenty-one of such hundred weights of flint shall be a ton. Fifty feet of round, and 40 feet of square oak, and 50 feet of fir, balk, poplar or other wood, shall be a ton; and one hundred and twenty pounds is rated to the hundred weight.

This act also directs, that after the works are finished and all the expenses paid, the clear produce of the rates shall be employed


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 in amending and repairing the public bridges and certain highways within the said county, and in such manner as the justices of the peace at the quarter sessions shall yearly direct; and if there should be a surplus over and above, such surplus shall, under the directions of the magistrates, be applied towards the repairs of the other highways within the county.

The undertakers acting under the 7th George I. having proceeded to carry the work into effect, had incurred a debt of £20,500, when another act was passed in the 33rd George II. entitled,  'An Act to amend an Act passed in the Seventh Year of the Reign of his late Majesty King George the First, for making the River Weaver navigable, from Frodsham Bridge to Winsford Bridge, in the county of Chester, and for the more effectual preserving and improving the Navigation of the said River.'  This act relieves the undertakers appointed by the 7th George I. from their liability to the payments of the debt incurred by them, and directs that all engagements and contracts, and all sums of money owing, shall be discharged by the trustees appointed by this act.

This act also directs that all the locks upon the navigation shall, with all convenient speed, be made of the same dimensions as the lock at Pickeren's, (they are now constructed 90 feet long and 18 feet wide;) the act provides that the depth of water-way shall be 4 feet 6 inches at the least for the whole course of the navigation; but there is now 6 feet and upwards over the sills of the different locks.

The navigation of the River Weaver having hitherto been from the Mersey up the tideway to Frodsham Bridge, it was found to be very inconvenient and dangerous; to remedy which, an act was therefore passed in the year 1807, entitled,  'An Act to authorize the Trustees of the River Weaver Navigation, to open a more convenient Communication betwixt the River near Frodsham Bridge and the River Mersey near Weston Point, in the township of Weston, in the county of Chester, and to amend Two Acts relative to the said River.' A fourth act was passed in the year 1825, entitled,  'An Act to repeal certain Parts of, and to alter and amend an Act passed in the Forty-seventh Year of the Reign of his late Majesty King George the Third, to authorize


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 off their coasts. There is a pressing need for these resources to be managed sustainably. for the benefit of developing countries and in ways that help to meet global nutritional needs.

31. Whaling offers another example. Recognizing that the history of whaling up to the 1960s was that of overexploitation. the International Whaling Commission (IWC), the main international body regulating whaling, has taken a series of conservation measures since the early 19708 and now all stocks that are below a certain level have been classified as protected from commercial whaling.

32. In its early days. the IWC was dominated by whaling nations. After 1979. non-whaling nations became an increasingly siqnificant majority of the membership. This change was reflected in the IWC's decisions, which increasingly opted in cases of scientific doubt for a cautious approach and the reduction of catch levels or the cessation of whaling altogether on certain stocks.

33. This trend culminated in the moratorium decision of 1982. Members have the right to object and continue commercial whaling or to catch whales for scientific purposes. There is a strongly held view in conservation circles that whaling for scientific purposes can be used as a loophole by whaling nations, Permissions for such hunting should be stringently applied by IWC members, or the IWC's credibility will be undermined,

34. An important political factor in recent developments has been the ability of the U.S. Government to invoke legislation that enables contracts for fishing in U.S. waters to be withheld from nations that undermine marine conservation agreements. The value of such fishery concessions is large and the legislation has significant political and economic leverage. Another important factor has been the strength of the NGOs in organizing support for anti-whaling actions, lobbying governments and organizing boycotts of fish and other products from whaling nations. /…

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  'the Trustees of the River Weaver Navigation, to open a more convenient Communication between the said River near Frodsham Bridge and the River Mersey near Weston Point, in the township of Weston, in the counly of Chester; and to amend Two Acts relative to the said River'  The fifth act was obtained in the 10th year of his present Majesty, entitled,  'An Act to alter, amend, enlarge and consolidate certain of the Powers and Provisions of the said Acts passed relating to the River Weaver Navigation, in the county palatine of Chester;' in this act, after stating that the trustees under the power vested in them by the 47th George III. had made and completed the cut or canal, from the River Weaver to Weston Point, and that they had also formed, at considerable expense, a basin, piers, light-house and other works, it is provided that the said cut or canal, basin, piers, quays, &c. are declared to be a branch of the River Weaver, but that no rates shall be taken in respect thereof.

It is provided by the 7th George I. that no tonnage shall be taken betwixt Frodsham Bridge and a place called Pickeren's Boat on the River Weaver, except at such times and seasons as the said river shall not be then navigable without the help of a lock.

The total length of this navigation from Winsford Bridge to the tideway at Weston Point, is twenty-two miles, five furlongs and one hundred and sixty-eight yards; there is also a branch from Witton Brook Lock to Witton Bridge of six furlongs; and another branch from the canal to a little below Frodsham Bridge of four furlongs; making the whole length of navigation twenty-three miles, seven furlongs and one hundred and sixty-eight yards, with twelve locks, and a total fall of 50 feet from Winsford Bridge to low water in the tideway at Weston Point.

The general trade upon this navigation is salt, rock salt, coal, timber, corn, cotton, &c. and lately a considerable trade has been established in the carriage of flint and clay to the Staffordshire Potteries.

From the great increase of trade in this part of the country, the annual receipt for dues on the navigation is said to amount to upwards of £20,000.


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WELLAND RIVER.
13 Elizabeth, Cap. 1, Royal Assent - - - - 1571.

12 George III. Cap. 103, Royal Assent 21st May, 1772.

34 George III. Cap. 102, Royal Assent 23rd May, 1794.

THIS river rises about five miles north of Market Harborough, in Leicestershire, and proceeding by Rockingham Castle, winds in a north-easterly course to Stamford, in Lincolnshire, up to which place it is made navigable from the sea; thence it runs in an easterly course to Market Deeping; whence, turning south-easterly, it proceeds, about three miles; then bending to the north-east and passing near Crowland and Spalding, it empties itself into the Wash.

The first act of parliament relating to this river was passed in 1571, and is entitled,  'An Act for making the River of Welland, in the county of Lincoln, navigable.' A second passed in 1772, entitled,  'An Act for the better Preservation of the Great Bank of the River Welland, &c.' the clauses of which it is not necessary here to enumerate, as the principal act, to which we have to refer, was obtained in 1794, under the title of  'An Act for improving the Outfall of the River Welland, in the county of Lincoln; and for the better Drainage of the Fen Lands, Low Grounds and Marshes, discharging their Waters through the same into the Sea; and for altering and improving the Navigation of the said River Welland, by means of a new Cut, to commence below a certain Place called the Reservoir, and to be carried from thence through the inclosed Marshes and open Salt Marshes into Wyberton Road, between the Port of Boston and a Place called the Scalp; and for disposing of the Bore or White Sands adjoining to the said River; and for building a Bridge over the said Cut.'  This act appoints three persons therein named, commissioners for executing the purposes of this act, with power to borrow money on the credit of the taxes and pontage, and to take the following


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TONNAGE RATES CONTINUED.
The cut contemplated by this act of parliament is to commence at Hooton's Gibbet, and running across the Salt Marshes, to terminate in the Wyberton Road, as near as may be to the Ship Ale-House. It is not to be less than 50 feet wide at the bottom, with a batter of two to one. The south bank is to have 60 feet at the base, 30 feet at the top and 11 feet of perpendicular height; and the north bank to be 30 feet at the base, 6 feet at the top and 11 feet in height. The threshold of the sea sluice at Wyberton Road is to be laid 1 foot under low-water-mark; the water-way of the sluice 50 feet wide, and adjoining to it there is to be a lock 8 feet wide and 60 feet long, for the use of vessels.

This navigation is highly beneficial for the import of coals, deals, timber, groceries, &c. for the use of the country through which it passes; and in return it takes the Ketten Freestone, Collyweston White Slates, and malt from Stamford, besides corn and other agricultural products of the country.

WEST LOTHIAN RAILWAY
6 George IV. Cap. 169, Royal Assent 22nd June, 1825.

THIS railway commences at the Edinburgh and Glasgow Union Canal, near Ryhall, in the parish of Uphall, and proceeds south-westerly to Houston, where a branch goes off to the Silver Mines; it is then continued to Howden, where another branch runs off to Balbardie; the main line, passing Whiteburn, proceeds to Shotts, where it terminates.

The act of parliament authorizing this undertaking, is entitled,  'An Act for making and maintaining a Railway from the


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  ' and Glasgow Union Canal at or near Ryhall, in the parish of Uphall, to Whiteburn, and other places, in the counties of Linlithgow and Lanark.' It incorporates the subscribers by the name of "The West Lothian Railway Company," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £40,700, in shares of £50 each, and, if necessary, a further sum of £20,000 by mortgage of the tolls, and authorizes them to take the following

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

The company may also establish carriages for the conveyance of passengers and parcels, and charge the following

FARES AND RATES.
Owners of lands on the line may erect wharfs and warehouses, and on their refusal the company may do it, and take the following

WHARFAGE RATES.
And for a longer Period than Six Months, a Rate of a Farthing per Ton per Month for the first Species of Goods enumerated above; a Half-penny per Ton per Month for the second Species, and a Penny per Ton per Month for the last Species.

The estimate for completing this railway and branches, as made by Mr. H. Baird, civil engineer, in 1824, is as follows:-


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The length of this railway is about fifteen miles, with a rise of 522 feet; the Silver Mines Branch is four miles and seven chains in length, with a rise of 410 feet; and the Balbardie Branch is four miles and four chains, with a rise of 69 feet.

WESTERN SHIP CANAL
(SEE GRAND WESTERN CANAL.)

WEY RIVER.
23 Charles II. Cap. 26, Royal Assent 22nd April, 1671.

33 George II. Cap. 45, Royal Assent 15th April, 1760.

THIS river has its source near Alton, in Hampshire, from whence it runs in a north-easterly course to Farnham; it there turns to a south-easterly direction, passing Waverley Abbey, not far from which it is joined by another branch which rises near Selbourne, and passes by Pierpoint Lodge; thence continuing its course easterly, it reaches Godalming, where it becomes navigable; and thence continuing in a direction a little to the east-ward of north, it is joined by the Wey and Arun Canal near Shalford Powder Mills; it afterwards passes by Guildford, Stoke Place, Sutton Place, Wisley, Byfleet and Woburn Park, to its termination in the River Thames; the greater part of the distance from Sutton Place to Byfleet, near which town it is joined by the Basingstoke Canal, is an artificial navigation.

The first act of parliament respecting this river was passed in 1671, and is entitled,  'An Act for settling and preserving the Navigation of the River Wey, in the county of Surrey.'  In 1760 another act was passed, entitled,  'An Act for extending and continuing the Navigation of the River Wey, otherwise Wye, in the county of Surrey, to the town of Godalming, in the said county,' which states that the River Wey is already navigable as far as the town of Guildford, and that great advantages will accrue from its being made navigable as far up as the town of Godalming, and the act appoints commissioners for extending the navigation from the Town-Wharf, below Guildford Bridge, to the said town of Godalming, and authorizes their taking the following tonnage rates.


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TONNAGE RATES.
The commissioners may borrow such sums as shall be necessary for executing the work, on security of the above tolls.

The length of this river from its junction with time Thames at Godalming, is nearly twenty miles, with a rise to Guildford of 68½ feet; and from Guildford to Godalming 32½ feet.

The keeping of this river navigable is of great service to the towns of Godalming and Guildford, in the conveyance of their chalk, corn and other agricultural products to London, and by furnishing in return supplies of coals, deals, timber and groceries; whilst by its junction with the Wey and Arun and Basingstoke Canals, its connections are extended into Hampshire and Sussex.

WEY AND ARUN JUNCTION CANAL.
53 George Ill. Cap. 19, Royal Assent 19th April, 1813.

THIS canal commences at the River Wey, near Shalford Powder Mills, between Guildford and Godalming; thence running south, it passes Wonerst Park, Ridinghurst and Lockswood, to New Bridge, where it joins the Arun Navigation, after completing a course of nearly eighteen miles.

This canal was executed under authority of an act of parliament passed in 1813, entitled,  'An Act for making and maintaining a navigable Canal, to unite the Rivers Wey and Arun, in the counties of Surrey and Sussex,' which incorporates the subscribers thereto, by the name of "The Company of Proprietors of the Wey and Arun Junction Canal," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £90,500, in nine hundred and five shares of £100 each, and, if necessary, a further sum of £9,500, either amongst themselves or by mortgage of the tolls and rates; they are also to demand the following tonnage rates.


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TONNAGE RATES.
Fractions of a Ton to pay as the Quarters therein, and of a Quarter as a Quarter;

Fractions of a Mile as Half a Mile.

Lords of manors and owners of land on the line may erect wharfs, and on their refusing, the company may erect them and take the following

WHARFAGE RATES.
The Tolls on the Arun Navigation on Goods passing from Arundel Port through this Canal into the River Wey, to be reduced to One Shilling per Ton.

Ten years are allowed for completing this canal; which, with its towing-path, &c. is to be twenty yards in breadth.

This canal, by connecting the Arun Navigation with the River Wey, which communicates with the Thames, affords an inland line of navigation from London to the sea at Arundel Harbour; and by the execution of the Portsmouth and Arundel Canal, a connection will be opened by the same line to Portsmouth. The benefits to the country through which it passes, and to the great depot at Portsmouth, are so obvious as to require no further remark.

WIGAN BRANCH RAILWAY
11 George IV. Cap. 56, Royal Assent 29th May, 1830.

THIS railway commences at Wallgate-Street, in the town of Wigan, and pursues a southwardly course across Chapel Lane, the River Douglas, and over the Leeds and Liverpool Canal at the lock No. 21, and thence across the Leigh Branch of the said canal at Dobb's Bridge; thence by Bamforlong, Golborne Smithy, Golborne Park, to its termination at the Liverpool and


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 Railway, near Parkside Lane Bridge, about a mile and a half east of the town of Newton. The length is six miles, four furlongs and four chains; the first mile and two chains of which from Wigan rises 5 feet; in the next six furlongs and eight chains there is a descent of 11 feet; then a gradual rise of 18 feet in the next distance of two miles, five furlongs and four chains; thence to the Liverpool and Manchester Railway, a fall of 25 feet. A branch is to commence from the main line a mile east of Wigan, which proceeds in a north-easterly direction by Ince Green; thence along the north side of the Lancaster Canal to the road leading from Wigan to Aspull Moor, and near to New Springs or Bark Hill Bridge, where it terminates. Its length is two miles, four furlongs and eight chains, with a rise of 42 feet in the first length of one mile, one furlong and seven chains from the main line; thence to the road leading to Kirklees Engine, which is three quarters of a mile, there is a further rise of 132 feet; and to its termination a further ascent of 15 feet. The line in communicating with the Liverpool and Manchester Railway, opens something like the top of the letter Y, thereby enabling waggons or other Carriages the better to communicate with the line of the last-mentioned railway; the part towards Liverpool is forty-two chains in length, while the one towards Manchester is only thirty-three chains. The works designed by Mr. C. B. Vignoles, in 1829, were estimated at £70,000.

The act authorizing the execution of this railway received his late Majesty's assent on the 29th May, 1830, and is entitled,  'An Act for making and maintaining a Railway from the borough of Wigan to the Liverpool and Manchester Railway, in the borough of Newton, in the county palatine of Lancaster, and collateral Branches to communicate therewith.' The subscribers, consisting of nineteen persons only, amongst whom was Sir Robert Holt Leigh, Bart. were incorporated as" The Wigan Branch Railway Company," with power to raise amongst themselves the sum of £70,000, in seven hundred shares of £100 each, and if necessary, an additional sum of £17,500 on credit of the undertaking. The powers of the act are to cease in seven years, as to the parts then remaining unexecuted. The distance between the inside edges of the rails to be 4 feet 8 inches; the outside 5 feet 1 inch. The


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 communication with the Liverpool and Manchester Railway to be made under the direction of the engineer of that company, and three passing places, at the least, to be on every mile of the proposed railway.


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TOLLS CONTINUED.
For all Persons, Cattle or other Animals passing in or upon any such Carriage, either drawn or propelled or provided by and at the expense of the said Company, such reasonable Charge as shall from Time to Time be determined by the said Company, who are not compelled to receive less than Sixpence per Ton for short Distances.

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

WEIGHTS ALLOWED TO BE CARRIED.
And no Piece of Timber, Stone, &c. weighing Eight Tons, including the Carriage, shall pass at all without the special Licence of the Company.

Lords of manors and owners of ground may erect wharfs, staiths, depots, landing places, cranes, weigh-beams or warehouses, and charge the same rates as the company are entitled to do, which are as follow ;-

WHARFAGE RATES.
And One Shilling per Ton for every further Week such Goods shall remain upon the Wharfs or in the Warehouses.

CRANAGE RATES.
And Sixpence on each additional Weight of One Ton, to be raised at one single Lift of the Crane.

The opening of this railway, and its connection with the Liverpool and Manchester and Warrington and Newton Railways, will have a very beneficial effect on the rich mineral district through which it passes; besides providing the public with a cheap and expeditious conveyance for passengers, coal and merchandize, between the populous towns of Wigan, Warrington, Liverpool, Manchester, and various other places.


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WILTS AND BERKS CANAL.
35 Geo. III. C. 52, R. A. 30th April, 1795.

41 Geo. III. C. 68, R. A. 20th June, 1801.

50 Geo. III. C. 148, R. A. 2nd June, 1810.

53 Geo. III. C. 68, R. A. 3rd June, 1813.

55 Geo. III. C, 6, R. A. 23rd Mar. 1815.

2 Geo. IV. C. 97, R. A. 8th June, 1821.

THIS canal, which is of great importance to that part of the country through which it passes, commences in the River Thames, at the south side of the town of Abingdon; thence passing in a south-westerly direction by Drayton and Kingsgrove Commons, to Breach Field, where a short branch proceeds from it to the town of Wantage; thence continuing westward to Challow, passing Sparsholt and Uffington to Longcot Common, where there is another short branch to Longcot Wharf; continuing its course, it passes near Beckett House, Shrivenham, Bourton, Marsden, and Stratton, to the wharf at Swindon; a short distance from which is Eastcott, where the branch, originally called the North Wilts Canal, proceeds from it, and joins the Thames and Severn Canal near Cricklade; the main line, keeping its westerly direction, passes Chaddington, Wootton Bassett, Tockenham Wick, Lyneham and Dauntsey Park; then bending southerly, it passes Foxham, Bencroft, and Stanley House, a little beyond which is a branch to Calne; passing the river by an aqueduct, it then continues its southerly course, leaving Bowood, the Marquis of Lansdowne's Seat, to the left, to Derry Hill, where a branch goes off to Chippenham; pursuing its course it runs by Laycock Abbey and Melksham, to Semington, where it unites with the Kennet and Avon Canal.

The first act of parliament respecting this canal was passed in 1795, and is entitled,  'An Act for making and maintaining a navigable Canal from the River Thames or Isis, at or near the town of Abingdon, in the county of Berks, to join and communicate with the Kennet and Avon Canal, at or near the town of Trowbridge, in the county of Wilts; and also certain navigable Cuts therein described.' It incorporates the subscribers by the name of "The Company of Proprietors of the Wilts and Berks Canal Navigation ;" empowers them to raise amongst themselves, for the purposes of the act, the sum of £111,900, in eleven hundred and


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 nineteen shares of £100 each, and, if necessary, a further sum of £150,000, either amongst themselves or by mortgage of the tolls and rates; and directs that five per cent. interest shall be paid to the subscribers until the work is completed, and authorizes their taking the following

TONNAGE RATES.
And in proportion for.any greater or less Quantity or Distance; Fractions of a Quarter of a Ton to pay as a Quarter, and any Fraction less than Half a Mile as a Half Mile.

Barges passing any Lock, when the Water does not flow over the Waste Weir, with any of the Goods, first enumerated, on Board, to pay One Penny per Ton per Mile in addition to the Half-penny hereinbefore charged. Goods remaining on Wharfs more than Forty-eight Hours, to pay such Rates as may be agreed on.

Boats under Twenty Tons to pay for Twenty Tons when passing a Lock.

The rates to be exempted from taxes until the annual dividend on shares shall be five per cent.

The canal to be completed in seven years; and if the Kennet and Avon Canal Company obtain an act for bringing their canal to the Wilts and Berks at Semington, then that portion of the Wilts and Berks Canal from Semington to Lady Down, to be transferred to the former company.

In 1801 another act was passed, entitled,  'An Act for enabling the Company of Proprietors of the Wilts and Berks Canal Navigation, to raise Money for completing the said Canal, and to alter, explain and amend the Act passed in the Thirty-fifth Year of the Reign of his present Majesty, for making the said Canal,' which authorizes the company to raise a further sum of £200,000, by creation of new shares and by optional notes.

Another act was obtained in 1810, which contains only a few clauses respecting the application of money; besides repealing that clause of the first act, restricting the conveyance of coal below Reading, and allows it to be conveyed as far as Staines Bridge.


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The act of 1813, is entitled  'An Act for explaining and amending an Act of his present Majesty, for making a navigable Canal from the River Thames or Isis, near Abingdon, in the county of Berks, to join the Kennet and Avon canal, near Trowbridge, in the county of Wilts, and certain navigable Cuts.' It merely makes some regulations respecting the water to be taken at Beckett.

In 1815 the company obtained another act, entitled,  'An Act to enable the Company of Proprietors of the Wilts and Berks Canal Navigation, to raise Money for discharging the Debts of the said Company,' which authorized them to raise an additional sum of £100,000 for the purpose of paying off their debts and making a reservoir.

The last act of parliament obtained by this company, was passed in 1821, and is entitled,  'An Act for incorporating the Company of Proprietors of the North Wilts Canal Navigation with the Company of Proprietors of the Wilts and Berks Canal Navigation; and for repealing the several Acts passed for making and maintaining the said Canals, and for consolidating the Powers and Provisions thereof in One Act.' This act states that the North Wilts Canal was executed under authority of an act of parliament passed in 1813; that the principal proprietors in it were also proprietors of the Wilts and Berks Canal, and that it had been in consequence considered desirable to incorporate the two canals, which the present act does; it repeals all the former acts of parliament, and embodies the different clauses, contained in them, in the present act, without alteration of any, relating to either the Wilts and Berks or North Wilts Canals; the tonnage rates and other clauses relating to the latter of which, will be found in this work under the head of "North Wilts Canal."

The number of shares in this canal by different creations now amounts to twenty thousand; the original subscription was £100 per share; but as money has been wanted to continue the work, shares have been created at various prices from £60 downwards, and the last creation was ten thousand at £5 per share.

The length of this canal is fifty-two miles. That part of the River Thames, where this canal locks into it, is 180⅓ feet above


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 the level of the sea; from the commencensent of the canal to the Wantage River, a distance of seven miles and three quarters, is a rise of 96½ feet; from thence to the east end of the summit level, fifteen miles, is a rise of 71½ feet; the length of the head level is nine miles and three-eighths; from the west end of the head level, near Wootton Bassett, to the branch to Calne, is ten miles and three quarters, with a fall of 130 feet; from thence to the Chippenham Branch one mile and a half with 17 feet fall; and from thence to its junction with the Kennet and Avon Canal at Semington, is seven miles and three-eighths, with a fail of 54 feet. The Wantage Branch is nearly three quarters of a mile in length, and level; the Longcot Branch is nearly half a mile, and level; the branch (heretofore North Wilts Canal) from Eastcote to join the Thames and Severn Canal at Latton, is eight miles and three furlongs, with a fall to Latton, of 58 feet 8 inches; the branch to Calne is three miles and one-eighth long, with a rise of 21 feet; and the branch to Chippenham is nearly two miles, and level.

This canal furnishes coal from the Radstock and Paulton Mines in Somersetshire, which is the means of supplying with fuel the whole district through which it passes, besides affording a good supply of coal to Abingdon and other towns situate on the borders of the Thames; and, on the other hand, enables the agriculturist to export his corn, as well as the cheese for which North Wiltshire is so much celebrated, to both the London and Bristol Markets; it is also the means of conveying building-stone from the quarries in the neighbourhood of Bath to London, and forms one of the lines of communication between London and Bristol; whilst by its junction with the Thames, it is connected with all the midland counties, and by the Severn with Wales and the counties of Gloucester and Worcester; thereby affording an easy and expeditious transit for coal from the Forest of Dean into the counties of Wilts, Berks and Oxford, together with various places on the borders of the Thames. By an inspection of our map, it will be seen that this canal is an important link in the chain of our inland navigations.

Mr. Whitworth was the engineer, under whose direction these works were executed; and that part at first called the North Wilts, was executed for a less sum than the original estimate.


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 35. By early 1987, whaling was restricted to scientific catches by Iceland and the Republic of Korea and to a small catch by Norway, which continued to object to the moratorium, but which planned to halt its commercial whaling following the 1987 season. And thee were catches by Japan and the Soviet Union. The Soviet Union had indicated it would observe the moratorium after the 1987 Antarctic season, and Japan had withdrawn its objections to the moratorium with effect from 1988. However, Japan may continue whaling for scientific purposes. In addition, some whaling was being performed by native peoples in the Soviet Union and Alaska.

36. If the moratorium is observed and whaling for scientific purposes is not abused, commercial whaling will no longer be a major threat to the conservation of whale stocks taken as a whole. The annual late of increase of these stocks, however, is unlikely to exceed a few per cent. Thus substantial whale populations will probably not be observed much before the second half of the next century.

2.3 Cooperation on Regional Seas
37. A large number of agreements have been entered into on regional seas. The Commission has not attempted to evaluate them all, but given the Commission's origin in the UNEP Governing Council and the General Assembly resolution, it has given special attention to UNEP's Regional Seas Programme. This programme now beings together over 130 states bordering 11 different shared seas around the world, states that have an interest in cooperating for their own and mutual benefit.

38. UNEP provides the initial impetus by bringing governments together to develop a flexible legal framework within which further agreements can be negotiated as needs require and politics allow. UNEP also provides some initial seed money for programme development, but the governments of the region themselves ace meant to take over funding and management, drawing on the technical advice of UN and other agencies. The result is a gradually evolving action-oriented programme rooted in the needs of the regions as perceived by the governments concerned. Fourteen UN agencies and over 40 international and regional organizations participate in the worldwide programme.

39. The political strategy behind the programme and the requirement that management and financing be undertaken by the participating countries have clearly been crucial to it success. But it is one thing to contribute a few million dollars for research, and quite another to incorporate the resulting findings into land-based development plans and to enforce strong pollution control programmes. The massive U.S.–Canadian clean up of the Great Lakes over the past 15 years cost $8.85 billion for partial teatment of municipal and industrial wastes. Huge investments will also be required to roll back land based pollution along UNEP's regional seas. Yet nowhere have the sums been committed under agreed schedules to construct the necessary urban and industrial pollution control systems and to underwrite policies to control agricultural run off. The programme now has /…

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 to confront the regional, seas challenge through the year 2000 moving beyond general agreement on goals and research to a solid schedule of investment on a scale that will make a difference.

2.4 Measures to Control Ocean Disposal of waste
40. The Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter (London Dumping Conventinn), which has world-wide application, was concluded in November 1972 and entered into force on 30 August 1975. Its political evolution parallels that of the International Whaling Commission. Initially, it consisted largely of dumping states, but non-dumping states are now in the majority. At present it has 61 contracting parties, and secretariat facilities are provided by the International Maritime Organization. The dumping of wastes is regulated by the three annexes to the Convention: on extremely dangerous substances including high-level radioactive wastes, the dumping of which is prohibited, (Annex I); on somewhat less noxious substances, the dumping of which can be permitted only by 'prior special permit (Annex II); and all other substances, which can be dumped only after a general permit has been obtained from national authorities (Annex III). Although the Convention applies to all wastes dumped deliberately at ea, the ocean disposal of radioactive wastes has attracted the most attention. It is this question that the Commission considers here.

41. Prior to 1983, the United Kingdom, Switzerland, Belgium, and the Netherlands had been dumping low-level wastes regularly at the north-east Atlantic dumpsite in international waters off the coast of Spain. Despite protests from representatives of these nations at the London Dumping Convention meeting that they would ignore a moratorium resolution on low-level wastes and carry out dumping during 1983, a de facto moratorium – which all countries honour but to which some have not formally agreed – went into and remains in effect. Under it, no disposal should take place until it can be demonstrated that it is environmentally safe.

42. In 19, the London Dumping Convention voted to extend indefinitely the moratorium on the ocean dumping of low-level radioacive, wastes As a result, the burden of proof that such activities are safe was effectively reversed, being put on those nations who want to dump. This revolutionary reversal, though not binding, reflects the changed composition of the London Dumping Convention.

43. In 1986, the London Dumping Convention established an intergovernmental panel of experts to examine the issue of comparative risks of land- and sea-based options for disposal of radioactive waste. Without prejudging this assessment, the Commission would urge all states to continue to refrain from disposing of either low- or high-level wastes at sea or in the sea-bed. Moreover, it would seem prudent to anticipate continuing opposition to sea dumping and to actively pursue the siring and development of environmentally safe, land based methods of disposal. /…

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 * style="text-align:left;width:15%;"|Volume II
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 * style="text-align:right;width:15%;"|Part III
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44. Several other conventions regulate the dumping of wastes in the north-east Atlantic and North Sea, the Mediterranean Sea, and the Baltic Sea. Most of the Regional Seas Conventions also include a general provision calling on contracting parties to take all appropriate measures to prevent and reduce pollution caused by dumping.

45. Land-based sources of nuclear waste have become significant in the North Sea, where high levels of radioactivity have been found in fish, and could threaten other seas. The Convention for the Prevention of Marine Pollution from Land-Based Sources (Paris Convention) was ratified in 1978 by eight states and the European Economic Community. While it has achieved some international cooperation, its silence on nuclear plants and its acceptance of the 'best available technology' principle in determining permitted levels of radioactive discharges clearly needs to be reviewed.

46. The Law of the Sea Convention requires states to establish national laws and regulations to 'prevent, reduce and control pollution of the marine environment from dumping' It also requires express prior approval by the coastal state for dumping in the territorial sea, in the EEZs, and onto the continental shelf. The legislative history of this Article indicates that coastal states have not only the right to act but a duty to do so. States also have an obligation under the Law of the Sea to ensure that their activities do not injure the health and environment of neighbouring states and the commons.

47. The Commission encourages the London Dumping Convention to reaffirm the rights and responsibilities of states to control and regulate dumping within the 200-mile EEZ. It is urgent that they do so, as oceans and food chains respect no boundaries,

48. Moreover, all states should undertake to report releases of toxic and radioactive substances from land-based sources into any body of water to the appropriate Convention Secretariat so that they may begin to report on the aggregate releases into various seas. Competent authorities must be designated to keep records of the nature and quantities of wastes dumped Beyond that, regional institutions should forward this information to the London Dumping Convention Secretariat. /…

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WISBECH CANAL.
34 George III. Cap. 92, Royal Assent 9th May, 1794.

THIS canal commences in the Nene River, at Wisbech, in the county of Cambridge, and after running a short course of about six miles in a south-easterly direction, it terminates in the Old River at Outwell, at the commencement of Well Creek, which connects it with the River Ouse at Salter's Load Sluice.

The act of parliament authorizing this canal, is entitled, 'An Act for making and maintaining a navigable Canal from Wisbech River, at or near a Place called the Old Sluice, in the town of Wisbech, in the Isle of Ely, and county of Cambridge, to join the River Nene, in the parish of Outwell, in the said Isle of Ely, and in the county of Norfolk, and for improving and maintaining the Navigation of the said River from Outwell Church to Salter's Load Sluice.' It incorporates the subscribers by the name of " The Wisbech Canal Company ;" empowers them to raise amongst themselves, for the purposes of the act, the sum of £14,000, in shares of £105 each, and, if necessary, a further sum of £6,000, and to take the following

TONNAGE RATES.
Materials for the Bedford Level or for Roads, to be exempted from Rates.

Goods lying on a Wharf more than Twenty-four Hours, to pay such Rate as may be agreed on.

For Cranage of every Ton of Goods (except Coal) Sixpence.

All Goods passing into or out of this Canal to the Nene River to pay Three-pence per Ton; out of the Produce of which the Commissioners of the Nene Navigation are to have One Hundred Pounds per Annum, and the remainder is to be applied in the Repair and Improvement of Well Creek.

This canal is very little higher than the sea, being embanked through the level fens; there are flood locks at its extremities. It forms a ready connection between the Nene and the Ouse, by which the intercourse between the counties of Lincoln, Cambridge, Norfolk and Suffolk, is rendered more complete and easy.


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WISHAW AND COLTNESS RAILWAY.
10 George IV. Cap. 107, Royal Assent 1st June, 1829.

THE Wishaw and Coitness Railway is designed to pass from the collieries of Chapel and Crawfoot, in the parish of Cambusnethan, in the county of Lanark, through Daiziel, Hamilton, Bothwell, Coltness, Overtown, Wishawtown, Motherwell, Burnhouse and Carnbroe, to join the Monkland and Kirkintilloch Railway at Old Monkland; with a branch to Rosehall; a second to the collieries of Stevenson, Carfin and Cleland; and a third from these last places to Law, in the parish of Carluke, in the same county of Lanark.

The act for this work was obtained in 1829, under the designation of 'An Act for making a Railway from Chapel, in the parish of Cambusnethan, in the county of Lanark, by Coltness and Gariongill, to join the Monkland and Kirkintilloch Railway, where the same passes through the Lands of Coats or Garturk, in the parish of Old Monkland and county of Lanark.'  By this act the proprietors are incorporated as "The Wishaw and Coltness Railway Company," with the usual powers for constructing the same, and for raising £60,000 for the purposes thereof, in shares of £50 each; and in case the said sum shall be found insufficient for the completion of the works, then they are empowered to borrow, on mortgage of the property and rates, a further sum of £20,000. For defraying contingent expenses and paying back the capital subscribed, they are empowered to demand the following

TONNAGE RATES.
Fractions of a Ton to pay for the Hundred Weights therein, and of a Hundred Weight as a Hundred Weight; of a Mile as the Quarters therein, and of a Quarter as a Quarter.

Proportional Charges are also to be made on Coals, Goods or other Articles, according to the Distances conveyed on the Railway.


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The company may provide carriages for the conveyance of passengers, and charge for each person so conveyed a rate of 4d. per mile; or they may license carriages for the same purpose, subject to the payment of an annual rent to be agreed upon between the company and the owners thereof. Locomotive engines may be used on the railway, and steam engines may be erected for the inclined planes.

Owners of land may erect wharfs, warehouses and cranes on the line, and if they refuse the company may do so, charging for the use thereof the following

RATES.
If the work is not finished in five years, then the powers of this act are to cease.

WITHAM RIVER.
22 & 23 Char. II. C. 25, R. A. 22nd April, 1671.

2 Geo. III. C. 32, R. A. 2nd June, 1762.

48 Geo. III. C. 108, R. A. 18th June, 1808.

52 Geo. III. C. 108, R. A. 20th May, 1812.

7 Geo. IV. C. 2, R. A. 22nd Mar. 1826.

10 Geo. IV. C. 123, R. A. 4th June, 1829.

THIS river has its source on the confines of Rutlandshire, whence it runs northwardly by Grantham to the city of Lincoln, where, at its junction with the Fossdike Navigation, it becomes navigable. Hence its course is south-easterly by the town of Tattershall, where the Horncastle Navigation effects a junction with it; and three miles further south it is joined by the Sleaford Canal; it then passes through the fens by the town of Boston, five miles below which place it empties itself into The Wash. The length of navigation is about thirty-eight miles, viz, from the city of Lincoln to the Horncastle Navigation, nineteen miles; thence to the Sleaford Canal, three miles; thence to Boston eleven miles; and to the sea a further distance of five miles.


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Although the first act of parliament relating to this navigation was passed in the 22nd and 23rd Charles II. A. D. 1671, yet we learn from the preamble that this river had long been used as a navigation. The preamble runs thus- "Whereas there hath been for some hundred of yeares a good navigacion betwixt the burrough of Boston and the river of Trent by and through the citty of Lincolne, and thereby a great trade mannaged to the benefitt of those parts of Lincolneshire, and some parts of Nottinghamshire, and Yorkshire, which afforded an honest employment and livelyhood to great numbers of people. But at present the said navigacion is much obstructed and in great decay by reason that the rivers or auntient channells of Witham and Fosdyke, which runn betwixt Boston and Trent are much silted and landed up and thereby not passable with boats and lyters as formerly, to the great decay of the trade and intercourse of the said citty and all market and other towns neare any of the said rivers, which hath producet in them much poverty and depopulation. For remedy whereof and for improvement of the said navigacion, may it please your most excellent Majestie that it may bee enacted, &c."

It has been thought that the Witham, previous to the Norman Conquest, was a tideway navigation for ships to Lincoln; and that it was navigable at a very early period, may be inferred from the circumstance that the Fossdike Canal, 'an ancient Roman Work,' was scoured out by Henry I. in the year 1121, for the purpose of opening a navigable communication between the Trent and the Witham at the city of Lincoln, so that that place, which was then in a very flourishing state and enjoying an extensive Foreign trade, might reap all the advantages of a more ready communication with the interior.

The precise period at which the channel of the Witham ceased to be useful for navigation purposes is uncertain; but we learn that in the 9th of Edward III. a commission issued, directed to Adam de Lymberg, Geffery de Edenham, and others, to enquire into the state of the navigation, &c. who effected some improvements. In the 39th of the same reign, parliament was petitioned by the merchants and tradesmen of Lincoln, complaining of the total insufficiency of the navigation. Up to the 49th of


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 Edward III. the navigation appears to have been supported by a drainage rate; but in Michaelmas Term of this year, a presentment to the Court of King's Bench, having for its object the imposing of this burthen for ever on the owners of the adjacent lands, was unsuccessful, and it was then abandoned. Other commissions have, from time to time, been issued for improving the river; one in the 8th of Richard II. directed to John Duke of Lancaster, and others of the nobility; but it does not appear that much was done betwixt this period and the passing of the act of 23rd Charles II. entitled, 'An Act for improveing the Navigacion betweene the towne of Boston and the River Trent;' and by which act, the necessary powers were granted to the Mayor and Corporation of Lincoln, who were authorized, for this purpose, to receive certain tolls upon the Witham and Fossdike, but restrained from laying out monies derived from the navigation of the Fossdike on the improvement of the Witham, and vice versa. Notwithstanding this act, the corporation confined their operations to the restoring of the Fossdike only.

The act of the 2nd George III. is entitled, 'An Act for draining and preserving certain Low Lands called The Fens, lying on both sides of the River Witham, in the county of Lincoln; and for restoring and maintaining the Navigation of the said River, from the High Bridge, in the city of Lincoln, through the borough of Boston, to the Sea;' in the preamble of which act it is stated, that by the sand and silt brought in by the tide, the outfal to the sea had for many years last past been greatly obstructed, and that the navigation had in consequence been lost, or nearly so. The act appointed commissioners for the purpose of carrying its provisions into execution; and for defraying the necessary expenses of the navigation, they were empowered to collect, for every description of goods, wares, merchandize, or other commodities, passing up or down the river, the sum of 1s. 6d. per ton.

In 1808 another act was obtained, entitled, 'An Act for rendering more effectual an Act of his present Majesty, for draining certain Low Lands lying on both sides of the River Witham, in the county of Lincoln; and for restoring the Navigation of the said River, from the High Bridge, in the city of Lincoln, to the Sea,' by which the commissioners are authorized to build a lock


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 in the parish of Washingborough, 80 feet long and 16 feet 6 inches in width, and to remove the locks at Barlings Kirkstend and Stamp End, and to do other works, with the double object of improving the navigation and effecting a better drainage for the extensive fens which border on the Witham. The former tonnage being repealed by this act, the following were granted.

TONNAGE RATES.
Fractions an for a Quarter of a Ton and Quarter of a Mile.

All Goods, Wares, Merchandise and Commodities on which a Toll or Duty shall become due or payable under the Authority of this Act shall, for the Purpose of ascertaining such Toll or Duty, be estimated and taken to be of the several Weights following, and be paid for accordingly.

All other Goode, Wares, Merchandise and Commodities, to be estimated and paid for after the Rate of Two Thousand Tw0 Hundred and Forty Pounds per Ton.


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No Toll or Duty shall be paid, taken, or demanded, for any Goods, Wares, Merchandize or Commodities, carried or conveyed from Brayford Meer through the High Bridge in the City of Lincoln, and which shall not pass upon or through any Part of the said River Witham lying Eastward of the Place where the Old Stamp End Lock formerly stood, nor for any Goods, Wares, Merchandize or Commodities, carried or conveyed through or upon any part of the said River Witham above the said Place where the said Old Stamp End Lock formerly stood, through the High Bridge into Brayford Meer, nor shall any greater Toll or Duty be due or payable on the said Navigation upon Goods, Wares, Merchandise or Commodities imported from the Baltic immediately into the Port of Boston, and which shall pass from thence into the said River Witham, nor for any Flint, Stone, Pig-iron or Lime-stone, carried or conveyed on the said River Witham than the Proportion of Two-thirds of the Toll due and payable under the Authority of this Act.

For the purposes of this act, the commissioners are authorized to borrow, on security of the rates and tolls, the sum of £30,000 for drainage purposes; and a further suns of £70,000 on the credit of the navigation tolls.

In 1812 another act was obtained, entitled, 'An Act for rendering more effectual an Act of his present Majesty, for draining certain Low Lands lying on both sides of the River Witham, in the county of Lincoln; and for restoring the Navigation of the said River; and for repealing another Act of his present Majesty in relation to the said Drainage and Navigation.'  By which act the proprietors are incorporated as "The Company of Proprietors of the Witham Navigation," with powers to deepen, widen and embank the old course of the said river, from the Grand Sluice, in the borough of Boston, to a certain lock to be erected in a certain new cut to be made near Hasley Deeps, and to make a cut from the said Hasley Deeps, through Branston to The Woadhouses in Fiskerton, and from thence to the High Bridge in the city of Lincoln; the company are also authorized to build a new lock in the said new cut, and a weir in the east bank of the river at Bargate Drain, in the parish of St. Botolph, Lincoln; with various other works near the said place: for completing the purposes of the act, they are to raise £120,000, in shares of £100; and in case of deficiency, a further sum of £60,000, by creating new shares or by mortgage; they have also an acre-tax amounting to £1,400 per annum, granted on the lands, adjoining the Witham, becoming payable on the passing of the act; together with another acre-tax of the same amount, payable in proportion to the distance from time to time completed; they are also empowered to receive the following rates.


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TONNAGE AND OTHER RATES.
For any Goods carried or conveyed any greater Distance than Twelve Miles upon the said Navigation, and not being subject to the payment of the said Gross Tonnage of Three Shillings per Ton, nor to the payment of any Toll or Duty upon either of the said Navigations from the River Withain to Horncastle and Sleaford, One Penny Half-penny per Ton per Mile; provided the aggregate Toll or Duty, after the Rate aforesaid, shall not exceed the said Gross Tonnage of Three Shillings per Ton.

Goods, Wares or Merchandise liable to pay Toll on the Horncastle and Sleaford Canals, are subject to a Toll of Nine-pence per Ton if carried upon any Part of the Witham Navigation; and an additional Toll of One-half the Amount of Toll payable for navigating the River.

The next act obtained, was passed in 1826, under title of 'An Act for enabling the Company of Proprietors of the Witham Navigation to complete the Drainage and Navigation by the River Witham, and to raise a further Sum of Money for that Purpose.'  By this act the proprietors are empowered to raise an additional sun of £60,000 for the completion of the works, in shares of £100 each, or by mortgage of the tolls and rates. Debentures, bearing interest at £5 per cent. are also to be given to the proprietors of old shares, as security for the payment of arrears due to them. Several other clauses, chiefly reserving the rights of various persons and public bodies, as in former acts, are inserted in this, but are not necessary to he quoted here.

The last act relating to this useful navigation received the royal assent on the 4th June, 1829, and is entitled, 'An Act to authorize the raising a further Sum of Money for completing the Drainage and Navigation by the River Witham, and for amending the Acts relating thereto;' which, after reciting the works which the act of 52nd George III. empowered them to do, and what had been already executed, it states that the company of proprietors had, under authority of that act, contributed amongst them selves, in shares of £100 each, the sum of £156,800, and had raised by mortgage of the tolls and duties the further sum of £23,200, and which sums had been expended; and that by the act of 7th George IV. the proprietors had raised amongst themselves, in shares of £100 each, the sum of £52,100, and by


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 £7,900, which sums have been also expended in carrying into execution time works authorized by the 52nd George III. but the navigation was yet imperfect; the proprietors were by the last recited act, authorized to raise a further sum of £50,000 on mortgage of the navigation, and a further sum of £20,000, if necessary.

The chief advantages derived from this navigation, are the facilities it affords of communicating with the rich agricultural district of the interior of the county of Lincoln, further augmented by the manner in which the Sleaford and Horncastle Navigation diverges from it. By the local position of this river and its connexion with the Trent, and the numerous canals which emanate from it by means of the Fossdike, an inland communication is established with all parts of the kingdom, and, of consequence, an additional degree of importance will necessarily attach to it.

WORCESTER AND BIRMINGHAM CANAL.
31 Geo. III. C. 59, R. A. 10th June, 1791.

38 Geo. III. C. 31, R. A. 26th May, 1798.

44 Geo. III. C. 35, R. A. 23rd Mar. 1804.

48 Geo. III. C. 49, R. A. 27th May, 1808.

55 Geo. III. C. 66, R. A. 7th June, 1815.

THIS canal commences at the junction of the Birmingham and Birmingham and Fazeley Canals, at Farmer's Bridge, at the upper end of the town of Birmingham, and thence runs in a south-westerly direction to its junction with the Dudley Canal, at Selly Oak; thence it takes a south-easterly course to King's Norton, where the Stratford-upon-Avon Canal unites with it; and thence by a course nearly south-west the whole distance, and passing by West Heath, Oswald, Alvechurch, Tardebig, Stoke Prior, Hewell Park, Hadzor, Hanbury Park, Oddingley and Iplip Hall, and a short distance to the eastward of the towns of Droitwich and Bromsgrove, it joins the River Severn at Diglis, a little below Worcester.

It was made under the sanction of an act of parliament passed in 1791, and entitled, 'An Act for making and maintaining a navigable Canal from, or from near to, the town of Birmingham, in the county of Warwick, to communicate with the River Severn, near to the city of Worcester,' which incorporates a number of


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 persons therein named, who were subscribers to the undertaking, by the name of "The Company of Proprietors of the Worcester and Birmingham Canal Navigation," and empowers them to raise amongst themselves, for the execution of the work, the sum of £180,000, in eighteen hundred shares of £100 each, and if that should be insufficient, a further sum of £70,000, either amongst themselves or by mortgage of the tolls and rates, and authorizes them to take the following

TONNAGE RATES.
For Goods remaining longer than Twenty four Hours on Wharfs, such Rates as the Parties may agree upon; and in case of Dispute, the Commissioners named under the Act to decide.

EXEMPTIONS.
Materials for Roads and Manure for Grounds of Persons whose Land has been taken for the Canal, provided they do not pass any Lock except when the Water flows over the Waste Weir.

No Barge or other Vessel under Thirty-flve Tons to pass through any Lock without Leave of the Company or their Agent.

Lords of manors and owners of land on the line may erect wharfs and warehouses, and on their refusing to do so when required, the company may erect them.

The act restricts the company from making the canal nearer than 7 feet to the Birmingham and Birmingham and Fazeley Canals, without leave of the proprietors of those canals; and it also provides that the company shall, as compensation to the Droitwich Canal Company, in case they should sustain any diminution of profits from this work, make up the profits of that company to £5 per cent. on each share; the shares to be considered as of the value of £160, at which price the Worcester and Birmingham Canal Company are to purchase them, when thereto required by any of the proprietors. They are also to make up the dividends of the Stourbridge Canal Company £9 per share; and to make compensation to the Dudley Canal if their profits are


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 decreased. This last clause was repealed by the act of parliament for extending the Dudley Canal to this navigation. The company is also to pay £40 per annum to the Corporation of Worcester, in lieu of the water-bailiff's tolls.

By the Stratford-upon-Avon and Dudley Extension Acts, the proprietors of this canal are allowed the following

TONNAGE RATES.
For all Goods (except Coal and Coke) passing from the Dudley Extension, along the Worcester and Birmingham Canal towards Worcester, and not passing into the Stratford-upon~Avon Canal,the same Tonnage per Mile, according to the Distance the same passes on the Worcester and Birmingham Canal, as is payable for such Goods passing from the Town of Birmingham, and upon the same Part only of the said Canal.

Some of the rates allowed by the above acts are also mentioned in the Stratford-upon-Avon and Dudley Canal Articles; but as there are some omissions, the whole have been repeated here.


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The next act of parliament relating to this navigation was passed in 1798, and is entitled, 'An Act for amending and enlarging the Powers of an Act passed in the Thirty-first Year of the Reign of his present Majesty,' and it empowers the company to raise the additional sum of £149,929, 1s. 1½d. either amongst themselves, by the creation of new shares, in number twelve hundred and fifty-nine, to be called half shares, and to be of the value of £69, 8s. 10½d. each, by granting annuities or by mortgage of the tolls and rates, and to take the following additional

TONNAGE RATES.
And the additional Sum of One Penny per Ton to be taken on Goods and other Things carried to and from the River Severn, into or out of the Basin intended to be made in or near the City of Worcester, and not passing on any other Part of the said Canal; but nothing in this Act to affect the Rates granted to this Company by the Dudley and Stratford Canal Acts, except much Goods and Merchandize as shall pass from the Dudley Canal, and not pass from out of the Stratford Canal.

This was followed by an act which the company obtained in 1804, entitled, 'An Act for enabling the Company of Proprietors of the Worcester and Birmingham Canal Navigation to raise Money to discharge their Debts, and to complete the said Canal Navigation; and for amending the several Acts passed for making the said Canal Navigation,' which states that the company had not been able to raise the money authorized by the last act of parliament, and empowers them to raise the sum of £49,680 amongst themselves, by a contribution of £27, 12s. on each share.

In 1808 another act was obtained, entitled, 'An Act to amend and enlarge the Powers of the several Acts relating to the Worcester and Birmingham Canal Navigation,' which empowers the company to raise the further sum of £168,000, by the creation of four thousand two hundred new shares of £40 each, or by granting annuities or mortgage of the tolls and rates; and, if necessary, an additional sum of £40,000, by the creation of one thousand new shares of £40 each; and it repeals that part of the act of 1798 authorizing money to he raised by the creation of half shares.


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The last act of parliamnent respecting this canal was passed in 1815, and is entitled, 'An Act for enabling the Company of Proprietors of time Worcester and Birmingham Canal Navigation to complete and extend their Works, and for better supplying the said Canal with Water; and also for vesting in Trustees for the said Company of Proprietors, his Majesty's Rights and Interest in certain Lands and Hereditaments in the parishes of King's Norton and Northfield, in the county of Worcester, forfeited to the Crown.'  After several clauses prescribing the mode of making reservoirs, &c. the act states that the company having purchased some lands for reservoirs, which they were not empowered by the acts of parliament to do, they had become forfeited to the Crown, but that his Majesty had remitted the forfeiture, and the act authorizes the company to re-sell such lands, provided, however, that if the debt of £27,096, 10s 4d. due from the company to their late treasurers, be not paid on or before the 29th day of September next after the passing of this act, the lands above-mentioned to be sold, and the above debt to be discharged from the proceeds.

The intention of making a basin at Lowesmore being abandoned, and one in lieu thereof being made at Diglis, that part of the former act which authorizes a tonnage rate of two-pence per ton on all barges or other vessels passing from the Severn into any basin belonging to the company, is repealed, but they are allowed to take the following additional

TONNAGE RATES.
The act also empowers the company to raise a further sum of £90,000, either amongst themselves, by the creation of two thousand two hundred and fifty additional simares of £40 each, or by granting annuities or mortgage of the tolls and rates.

The length of this canal is twenty-nine miles; its breadth at top 42 feet and depth of water 6 feet; and it passes through five


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 tunnels in its course. That at West Heath is two thousand seven hundred yards long, 18 feet high and 18½ feet wide within the arch, and the depth of water therein is 7½ feet; at Tardebig is another of five hundred yards in length; that at Shortwood is four hundred yards long; at Oddingley is one of a hundred and twenty yards; and at Edgbaston one a hundred and ten yards in length.

From the Birmingham Canal, the first fourteen miles is level; and in the remaining fifteen miles there is a fall of 428 feet by seventy-one locks, which are 15 feet wide and 81 feet long each, to the River Severn.

Where the summit pound of this canal connects with the Birmingham and the Dudley and Stratford Canals, stop-locks are erected, which the several companies may shut and lock up when the supplies of this or the other canals fail.

The Worcester and Birmingham Canal is the direct communication between the River Severn and the town of Birmingham, and by that means forms a connection with the Rivers Trent and Mersey, and all the great trading towns in the north of England; and by its junction with the Stratford-upon-Avon Canal, it communicates with all the principal towns in the eastern part of the kingdom; it is also the channel for supplying Worcester and the borders of the Severn down to Tewkesbury and Gloucester, with coal; and in return, conveys the hops and cider of that part of the country northward, and more particularly affords a ready means for the export of the Birmingham Manufactures, through the port of Bristol, to any part of the world.

WORSLEY BROOK
(SEE BRIDGEWATER'S CANAL)

WREAK AND EYE RIVERS OR LEICESTER AND MELTON MOWBRAY NAVIGATION.
31 George III. Cap. 77, Royal Assent 6th June, 1791.

40 George III. Cap. 55, Royal Assent 20th June, 1800.

THE first act for rendering navigable the Rivers Wreak and Eye, was obtained with a view to complete the communication between Leicester and Melton Mowbray, into the navigation from


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 which former place the present work opens in Turnwater Meadow. This act bears date in 1791, and is entitled, 'An Act for making navigable the Rivers Wreak and Eye, from the Junction of the said River Wreak with the Leicester Navigation at Turnwater Meadow, to Mill Close Homestead, in the parish of Melton Mowbray, in the county of Leicester.' By it the proprietors are incorporated, with the usual powers for making and maintaining the navigation, and for cutting new channels, &c. where required. For defraying expenses, they are empowered to raise £25,000 in shares of £100 each; and should this prove insufficient, they may raise a further sum of £5,000 by the creation of new shares or on mortgage of the rates, which are directed to be as under:

TONNAGE RATES.
Dung, Materials for Roads, Lime and other Kinds of Manure are exempted from Rates and Tolls, under the same restrictions as the Leicester Navigation Act requires.

The company having proceeded in the execution of their plan, had occasion again to apply to parliament for authority to collect additional funds, and in consequence obtained a second act in 1800, under the title of 'An Act for enabling the Company of Proprietors of the Navigation, from Leicester to Melton Mowbray, in the county of Leicester, to complete their Navigation, and to discharge the Debts contracted by them in the making thereof, and for amending the Act passed in the Thirty-first Year of the Reign of his present Majesty, for making and maintaining the said Navigation.'  By this act it is recited, that in the progress of their undertaking, the commissioners have not only expended the two several sums of £25,000 and £5,000 which they were empowered to borrow, but also the whole of their receipts for tolls and duties since the opening of the said navigation, amounting to £7,000, and have contracted debts to the sum of £4,000, some part of their works still being incomplete; they are, therefore, empowered to raise the sum of £10,000 in shares or by mortgage of the rates, and to take the following tonnage rates.


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TONNAGE RATES.
For all Lime, Lime-stone and Stones to be used for Building, and Materials for paving and repairing Roads, Half of the Rates, Tolls and Duties hereinbefore authorized to be taken an Coals.

EXEMPTIONS.
No additional Tonnage Rates or Duties whatever shall be taken on any Goods, Wares or Merchandize, which shall pass from the Oakham Canal and shall be carried no further than the Public Basin at Melton Mowbray, nor on any Timber, Stone, Lime or other Material for the use of the Oakham Canal.

The length of this navigation, from its junction with the Leicester in Turnwater Meadow, to Melton, is eleven miles, in a north-west direction; the design of executing it is the same which induced the proprietors of the Leicester Navigation to undertake that work, and the benefits accruing to the various districts on the line of the work itself, and its communications, are of very considerable importance.

WYE AND LUGG RIVERS.
14 Char. II. C. 14, R. A. l9th May, 1662.

7 & 8 Wil. III. C. 14, R. A. 7th March, 1695.

13 Geo. I. C. 34, R. A. 15th May, 1727.

49 Geo. III. C. 78, R. A. 20th May, 1809.

THIS delightful river has, like the Severn, its source in the mountains of Plynlimmon, which are at an elevation of 2,463 feet above the level of the sea, and separate the counties of Cardigan


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 and Montgomery. Its course is in a south-eastwardly direction, west of the town of Rhayader, in the county of Radnor, from whence it becomes the boundary between that county and Brecknockshire; it thence passes by Builth to the town of Hay, situate on the borders of Herefordshire, and where the Wye first becomes navigable. Its course hence lies northwardly to Whitney Bridge, where it is crossed by the Hay Railway. Hence its course is very circuitous by Moccas to the city of Hereford; thence to near Mordiford, where the River Lugg, which is navigable for a short distance, falls into it. Its course hence is southwardly by Fownhope, the town of Ross, and Welsh Bicknor, where it enters Monmouthshire; hence it takes a south-westerly course by Lidbrook to Monmouth, where it is considerably augmented by the waters of the Munnow, and half a mile further by the River Trothy. Its course from Monmouth is directly south, and forming the division between Gloucester and Monmouthshire; passing Chepstow and its romantic castle, to the estuary of the Severn, into which it enters three miles south of the last-mentioned town, and eight miles north of King's Road, at the mouth of the Avon.

The navigable part of this river from Hay to the Severn is ninety-nine miles and a half, viz, from Hay to Hereford, thirty miles; from Hereford to the mouth of the River Lugg, seven miles and a half; from thence to the town of Ross, twenty-one miles and a half; from thence to Lidbrook, eight miles; thence to Monmouth, twelve miles; and thence to the Severn, twenty miles and a half.

Four several acts of parliament have been obtained relating to this river, the first of which was passed in the 14th Charles II. entitled, 'An Act for the making navigable the Rivers Wye and Lugg, and the Rivers and Brooks running into the same, in the counties of Hereford, Gloucester and Monmouth.' The second act was obtained in the 7th and 8th years of King William III. and entitled, 'An Act for making navigable the Rivers of Wye and Lugg, in the county of Hereford.' And in the 13th of George I. another act for amending the last recited act was passed, which is entitled, 'An Act for explaining and amending an Act passed in the Seventh and Eighth Years of the Reign of his late Majesty King William


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  'the Third, entitled, An Act for making navigable the Rivers Wye and Lugg, in the county of Hereford, and for making the same more effectual.' But as it appeared the powers vested in the trustees by these acts, were insufficient for carrying into execution the respective provisions, another act was applied for in 1809, and which received the royal assent on the 20th May, in that year; it is entitled, 'An Act for amending several Acts for making navigable the Rivers Wye and Lugg, in the county of Hereford, and for making a Horse Towing-Path on certain Parts of the Banks of the said River Wye.' By this act Sir George Cornewall and Sir John Geers Cotterell, Baronets, and thirty-one other gentlemen, together with the trustees appointed in pursuance of the above-recited acts, were incorporated by the name of "The Company of Proprietors of the Rivers Wye and Lugg Navigation and Horse Towing-Path," with power to contribute amongst themselves the sum of £6,000, in one hundred and twenty shares of £50 each, and a further sum of £3,000 if necessary. The act authorizes the company to make a horse towing-path between Hereford and Lidbrook, a distance of thirty-seven miles, and on which part of the river only, they are entitled to the following tolls.

HORSE TOWING PATH TOLLS.
Vessels haled by Men are free of Toll.

By reason of the Wye extending nearly one hundred miles into the interior of Wales, and through the rich agricultural districts of the county of Hereford, it is found exceedingly useful, from the facility it affords of shipping the extra produce to the more populous mineral districts of Glamorganshire, as well as Bristol and its neighbourhood. The navigation, however, of the lower part of this river is, during spring tides and when the wind blows fresh from the south-west, attended with no inconsiderable risk, as the tide, at its confluence with the Severn, sometimes reaches the extraordinary perpendicular elevation of 60 feet, which necessarily causes a tremendous and overpowering rush of water up the narrow channel of the Wye.


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canal, under authority of the first act of parliament passed respecting it, commenced at Wyrley Bank, in the county of Stafford; and from thence, running at first in a southerly course over Essington Wood and Snead Common, and thence south-easterly by Bloxwich, it proceeded to near Birch Hill, in the parish of Walsall; near Snead Common a cut was made from it, which taking a westerly course, and passing by Wednesfield, joined the Birmingham Canal near Wolverhampton. By the act obtained in 1794 for extending this canal, another cut was made, which, commencing at Birch Hill, took a northerly direction as far as Pelsall Wood, and from thence passing in an easterly course by Brown Hills, Cats Hill, a little to the south of Lichfield, and by Treford, it connects with the Coventry Canal near Huddlesford; there are also two branches; one from near Cats Hill to Hay Head Lime Works, and the other from near Pelsall Wood to Lords Hay; besides a small branch to a colliery on the south side of Essington Wood.

The act of 1792 is entitled, 'An Act for making and maintaining a navigable Canal from, or from near, Wyrley Bank, in the county of Stafford, to communicate with the Birmingham and Birmingham and Fazeley Canal, at or near the town of Wolverhampton, in the said county; and also certain collateral Cuts therein described from the said intended Canal.' It incorporates the subscribers to the undertaking by the name of "The Company of Proprietors of the Wyrley and Essington Navigation," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £25,000, in two hundred shares of £125 each, and, if necessary, a further sum of £20,000, either amongst themselves or by mortgage of the tolls and rates, and to take the following tonnage rates.


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Boats of less than Twenty Tons passing any Lock to pay for Twenty Tons.

No Vessels to pass to or from this canal into the Birmingham and Fazeley Canal, unless the Water in this Canal shall be at least Six Inches higher than that in the Birmingham and Fazeley, at the Junction of the Canals, and all surplus Water is to pass into the Birmingham Canal, the Proprietors of which may take the Water used in Lockage upon certain Parts of this Canal.

The proprietors of the Birmingham Canal may take, for all goods which are carried from this into their canal, the following

TONNAGE RATES.
The act passed in 1794, entitled, 'An Act for extending the Wyrley and Essington Canal,' empowers the company to raise amongst theniselves, for the purpose of extending this canal as stated in the first part of this article, the sum of £75,000, and, if necessary, the further sum of £40,000, to be divided into shares of the same value as those in the first act, and authorizes their taking the following

TONNAGE RATES.
The act directs that the company shall purchase the shares of such proprietors as shall not be satisfied with the extension.

Mr. W. Pitt was the engineer employed on this canal, which is twenty-four miles in length from the Coventry Canal to its junction with the Birmingham Canal. In the first eight miles of


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702 this distance to the reservoir at Cannock Heath is a rise of 270 feet, by thirty locks; and the remaining sixteen miles to the Birmingham Canal is level. In the first half mile of the Wyrley Branch, from its leaving the main line, is a rise of about 36 feet by six locks; and the remaining three miles is level. The branch to the Essington Colliery, which is about a mile in length, has a rise of about 24 feet by four locks. The branches—to Hay Head Lime Works, five miles and a half in length; to Lords Hay Coal Pits, two miles and a half; and to near Walsall, half a mile long, are all on the same level with the Long Pound.

This canal is of great service in conveying the produce of the mines which abound in its vicinity to the manufactories of Wolverhampton and its populous neighbourhood; and by its connection, through the Coventry Canal, with the Trent and Mersey Canal to the north and the Oxford Canal to the south, a communication is opened with the Rivers Treat and Mersey, and also with the River Thames.


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Author:Eduard Levinstein

Works

 * Morbid Craving for Morphia (original in German Die Morphiumsuch)

title: Author:Eduard Levinstein


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Rh We have already seen that, about 60 years before, the widow of Matthew Thymelby had married Sir Robert Savile; he belonged to an old and influential family now represented by Lord Savile of Rufford Abbey, Notts., and the Earl of Mexborough, Methley Park, Yorkshire. By the aforesaid marriage the bulk of the Thymelby property passed to the Saviles, and like the Thymelbys they had their chief residence, in this neighbourhood, at Poolham Hall, owning among many other possessions the aforesaid sub-manor of Parish-fee in Horncastle, which, as we have seen, was sold by their joint action to John Kent of Langton. We have already had mention of a John Savile who was apparently captain of the "trained band" connected with Horncastle in the reign of Elizabeth, AA. [sic]D. 1586 (see p. 14); Gervase Holles mentions this John Savile as joint lord of Somersby with Andrew Gedney, and lord of Tetford in the same reign. (Collectanea, vol. iii, pp. [sic] 770).

From another document it would seem that, some 10 or 11 years later, Richard Thymelby and Robert Savile were involved in a more than questionable transaction with regard to the property thus transferred. Among the Carlisle papers is a Petition in Chancery, of which we here give the text, slightly abridged, as it is remarkable, and fittingly brings to a close our notices of the Thymelbys in connection with Horncastle.

To the Right Honble. Sir Francis Bacon, Knt., Lord Chancellor of England. Complainant sheweth, on the oath of your petitioner, Evan Reignolds, of St. Catherine's, Co. Middlesex, gent., and Joan his wife, that, whereas Richard Thymelby, some time of Poleham, Co. Lincoln, Esq., deceased, was seized of the manors of Poleham, Thimbleby, Horsington, Stixwold, Buckland, Horncastle, Edlington (&c.), and tenements in Langton, Blankney, Baumber, and in one pasture inclosed for 1000 sheep, called Heirick (High-Rig, in Woodhall, near Poolham) pasture, &c., whereof Robert Savile was seized for life, conveyed the same to his father-in-law Robert Savile ... the said Richard Thymelby, going up to London, negotiated to sell the property to one Richard Gardiner, and for £2,300 engaged, at his desire, to convey all to John Wooton, the £2,300 was paid to Richard Thymelby and bargain settled July 15, 6 Elizabeth (A.D. 1564). A dispute arose in the following year between Richard Thymelby and Robert Savile, which was submitted to arbitrators (Feb. 15, 7 Elizabeth), who ordered Richard Thymelby to pay Robert Savile £1,500, and Robert Savile should then convey all to Richard Thymelby. The £1,500 was paid and afterwards the two "confederated to defraud the said Richard Gardiner and conveyed the said manors to John Kent." The judgment of the court is not given, but neither of the defendants, surely, cut a very creditable figure, and Richard Thymelby, suitably, we must admit, passes from the scene.

Of the Saviles we may here give a few more particulars. Gervase Holies, the antiquary, mentions in his Collectanea (vol. iii, p. 770) John Savile, Esq., as Lord of the Manor of Tetford, in this neighbourhood, in the reign of Elizabeth, and as joint Lord of Somersby with Andrew Gedney, Esq. (of the latter and his wife there is a very fine sepulchral monument in the church of the adjoining parish of Bag Enderby). The most distinguished literary member of the family was Sir Henry Savile, a learned mathematician, Fellow and Warden of Merton College, Oxford, and Provost of Eton; a munificent patron of


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 forms is given in a bas-relief found at Kuyunjik (fig. 10), suggesting that the dome was often employed to roof over their halls.

Reference has already been made to the bas-reliefs which decorated the lower portion of the great halls; the less important rooms had their walls covered with stucco and painted. Externally the architectural decoration was of the simplest kind; the lower portion of the walls was faced with stone; and the monumental portals, in addition to the winged bulls which flanked them, had deep archivolts in coloured enamels on glazed brick, with figures and rosettes in bright colours. A similar decoration would seem to have been applied to the crenellated battlements, which crowned all the exterior walls, as also those of the courts. The buttresses inside the courts, and the towers which flanked the chief entrance, were decorated with vertical semicircular mouldings of brick. This system of decoration is also found in the ziggurats or observatories behind the harem, where the three lower storeys still exist. A winding ramp was carried round this tower, the storeys of which were set back one behind the other, the burnt brick paving of the ramp and the crenellated battlements forming a parapet, portions of which are still in situ.

Although not unknown in either Chaldaea or Assyria, the stone column, according to Perrot and Chipiez, found no place in those structures of crude brick of which the real architecture of Mesopotamia consisted. Only one example in stone, in which the shaft and capital together are 3 ft. 4 in. in height, has been found. Two bases of similar design to the capital are supposed to have supported wooden columns carrying an awning. There are representations in the bas-reliefs of kiosks in a garden, the columns in which, with volute capitals, are supposed to have been of wood sheathed in metal, and on the bronze bands of the Balawat gates in the British Museum are representations of the interior of a house with wood columns and bracket capitals, and several awnings carried by posts. Small windows are shown in some of the bas-reliefs, with balustrades of small columns, which were doubtless copied from the ivory plaques found at Nimrud and now in the British Museum.

The origin of Persian architecture must be sought for in that of the two earlier dynasties,—the Assyrian and Median, to whose empire the Persian monarchy succeeded by conquest in 560 From the former, it borrowed the raised platform on which their palaces were built, the broad flights of steps leading up to them and the winged human-headed bulls which flank the portals of the propylaea. From Media it would seem to have derived the great halls of columns and the porticoes of the palaces, so clearly described by Polybius (x. 24) as existing at Ecbatana; the principal difference being that the columns of the stoas and peristyle, which there consisted of cedar and cypress covered with silver plates, were in the Persian palaces built of stone. The ephemeral nature of the one material, and the intrinsic value of the other, are sufficient to account for their entire disappearance; but as Ecbatana was occupied by Darius and Xerxes as one of their principal cities, the stone column, bases and capitals, which still exist there, may be regarded as part of the restoration and rebuilding of the palace; and as they are similar to those found at Persepolis and Susa, it is fair to assume that the source of the first inspiration of Persian architecture came from the Medians, especially as Cyrus, the first king, was brought up at the court of Astyages, the last Median monarch.

The earliest Persian palace, of which but scanty remains have been found, was built at Pasargadae by Cyrus. There is sufficient, however, to show that it was of the simplest kind, and consisted of a central hall, the roof of which was carried by two rows of stone columns, 30 ft. high, and porticoes in antis on two if not on three sides.

The great platform, also at Pasargadae, known as the Takht-i-Suleiman, or throne of Solomon, covered an area of about 40,000 sq. ft., and is remarkable for the beauty of its masonry and the large stones of which it is built. These are all sunk round the edge, being the earliest example of what is known as “drafted masonry,” which at Jerusalem and Hebron gives so magnificent an effect to the great walls of the temple enclosures. No remains have ever been traced on this platform of the palace which it was probably built to support.

We pass on therefore to Persepolis, the most important of the Persian cities, if we may judge by the remains still existing there. Here, as at Pasargadae, builders availed themselves of a natural rocky platform, at the foot of a range of hills, which they raised in parts and enclosed with a stone wall. Here the masonry is not drafted, and the stones are not always laid in horizontal courses, but they are shaped and fitted to one another with the greatest accuracy, and are secured by metal clamps. The plan (fig. 11) shows the general configuration of the platform on which the palaces of Persepolis are built, which covered an area of about 1,600,000 sq. ft. The principal approach to it was at the north-west end, up a magnificent flight of steps (A) with a double ramp, the steps being 22 ft. wide, with a tread of 15 in. and a rise of 4, so that they could be

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