text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/99

II.

The following statement of receipts and disbursements on account of the purchase of Kendall Green dates back to April 2, 1870, the time at which the institution gained control of the property, and includes all expenses and payments on account of said purchase:


text: Historical Account of the Navigable Rivers, Canals, and Railways, of Great Britain/Preface

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


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/98

778

During the past year the library of the institution has been enlarged by the addition of 317 volumes, making the total number of volumes 1021. The nearness of the great libraries of the Government makes it unnecessary for us to emulate other colleges in the increase of our library. Our aim is, therefore, to choose our books, with the view of having at hand only such as are likely to be often needed by our students and officers.

The commencement exercises, on the ninth anniversary of the college, were held on Wednesday, June 25, in the hall of the institution.

The address to the graduating class was delivered by the Hon. John Eaton, jr., Commissioner of Education. After speaking of the great advance which had taken place in public sentiment with reference to the deaf and dumb, resulting in the establishment of a college for their benefit, the Commissioner addressed a few earnest words to the graduates, reminding them of the responsibility resting upon them, not only as educated men, but as representatives of the only college for deafmutes in the world.

The receipts and disbursements for the year now under review will appear from the following detailed statements:


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/97

Rh

Mathematics.—Loomis's Treatise on Algebra; Looinis's Geometry.

English.—Kerl's Common School Grammar, (reviewed;) Berard's History of England; original compositions.

Latin.—Sallust; Cicero's Orations; Allen's Latin Grammar.

Greek.—Boise's First Lessons in Greek; Hadley's Greek Grammar; Xenophon's Anabasis.

Mathematics.—Loomis's Conic Sections; Loomis's Plane and Spherical Trigonometry and Surveying.

Botany.—Gray's School and Field Book of Botany.

Chemistry.—Cooley's Chemistry, with lectures.

Latin.—Virgil's Æneid; Odes of Horace.

Greek.—Homer's Iliad.

History.—Thalheimer's Manual of Ancient History; White's Eighteen Christian Centuries.

English.—Trench's English Past and Present; original compositions

Mathematics.—Snell's Olmstead's Natural Philosophy; Loomis's Treatise on Astronomy.

Chemistry.—Laboratory Practice, with lectures.

Mineralogy.—Dana's Manual of Mineralogy.

Geology.—Dana's Text-book of Geology.

French.—Prendergast's Mastery Method; Otto's French Grammar; Souvestre's Philosophe sous les Toits; Erckuiann-Chatrian's Eomans Nationaux; Racine's Athalie.

Greek.—Demosthenes on the Crown.

History.—Guizot's History of Civilization.

English.—Bain's Ehetoric; original compositions.

Studies of the senior class.

Geology.—Dana's Text-book of Geology.

Physiology.—Hitchcock's Anatomy and Physiology.

German.—Prendergast's Mastery Method; Whitney's German Grammar; Whitney's German Header; Fouqué's Undine; Lessing's Minna vonBarnhelm; Schiller's Wilhelm Tell.

Mental philosophy and logic.—Porter's Elements of Intellectual Science; Jevons's Logic.

English.—Shaw's Manual of English Literature; original compositions.

Moral philosophy and evidences of Christianity.—Haven's Moral Philosophy; Butler's Analogy.

Political philosophy.—Perry's Political Economy; Woolsey's International Law.

Æsthetics.—Baseom's Elements of Beauty.

Instruction in book-keeping and in drawing and painting is given to those who desire it.

Instruction in articulation is given to those who desire it, and are found to possess such natural aptness for correct vocalization as seems to justify the great expenditure of time and labor essential to any satisfactory progress.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/16

x

In France the history of inland navigation may be traced backward for a long succession of years. The great canal of Burgundy, better known as the canal of Briare, commencing at that town in the River Loire, and passing on to Montargis, proceeds to a junction with the canal of Orleans, and falls into the Seine at Fontainbleau. This work was commenced under Henry the Fourth. The famous canal of Languedoc, forming a junction between the Ocean and the Mediterranean, was projected in the reign of Francis I. in 1661, and finished in fifteen years; it is remarkable for being the first canal whereon tunnels were used, having one of considerable length under a mountain in the neighbourhood of Belgiers. We could easily enlarge the list of French Canals, but the above will be sufficient to prove the length of time, during which the utility of such modes of conveyance has been known and acted upon in that country.

In Russia the Czar Peter, ever alive to projects for the improvement of his vast empire, became soon convinced of the utility of navigable canals; in his tour of Europe he had means of ascertaining the extent, to which the various countries he visited were enriched by the instrumentality of these modes of conveyance, and he was not slow to profit by the example. One of his principal projected canals was that from the Caspian Sea to Petersburg, whereby he proposed to open a mercantile communication between that place and Persia. This project, however, he did not live to accomplish. But what he had designed was carried on by his successors with so much zeal, that there is not a country in the world, where inland navigation is more extensively employed than in Russia. And here, by the way, we must not omit noticing the high compliment paid by foreign countries to the talents of our English engineers, an instance of which occurred in the reign of the illustrious Catherine, who offered a large sum of money and many local advantages to our countryman, Mr. Smeaton, on condition of his accepting the office of chief engineer in her dominions.

We cannot within our present limits enumerate all the canals existing in Russia at time present day, it may therefore suffice to remark, that with a trifling interruption of only sixty miles, goods may be conveyed from the frontiers of China to Petersburg, being no less a distance than four thousand four hundred and seventy-two


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/17

Rh miles; the same advantages of transit by water are experienced by the traders between Petersburg and Astracan, whose merchandize is conveyed in that direction one thousand four hundred and thirty-four miles.

That England, pre-eminent as she is in commerce, should have promptly availed herself of this method of conveying her manufactures from one part of the island to another, is hardly to be wondered at. Her first canals were, however, the works of foreigners, and amongst these, the most remarkable one on record is the Caerdike, cut by the Romans with a view of forming a communication between the Rivers Nyne or Nene and the Witham; the length of this stupendous work, for such it then was, however it has been exceeded by those of more recent date, was forty miles from its commencement in the Nene near Peterborough to its opening into the Witham three miles below Lincoln. For what has been effected from that time to the present day, we refer to the following pages, and shall now proceed to consider the other branch of commercial transit, the rail and tramroad.

Of the first adoption of the conveyance of goods on Railways, we have no distinct account; by whom they were originally brought into use, and in what part they obtained their celebrity, are facts alike unknown. To a certain degree they no doubt have been introduced many years ago; indeed it is not too much to suppose that the first workers of mines, not only in Britain but in other countries also, were acquainted with the method of laying a kind of tram for the sledge to run upon, afterwards fitted with wheels and converted into small waggons; to which we may trace the origin of our present improved mode of constructing them. But whatever may have been their origin, it appears that they were soon generally adopted—to a trifling extent, it is true, for during a great part of the time that they have been known, they have been limited to the conveyance of minerals from various parts of a mine to its mouth, in places where horses could not find room, and where the labour of propelling by manual force would have been particularly tedious and oppressive without their aid.

As their use became more apparent, the mode of applying it became more extensively sought into. From their former


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/18

xii situation in the mine, they became a part of the machinery on the surface, making a communication between one mine and another, or between a series of mines and the place for depositing the minerals dug from them; as they became better understood, they were made more generally useful, till at last combined with inclined planes and other machinery connected therewith, they formed a communication not only between the mines and their depots, but also between these latter and the vessels, whereon the minerals were to be embarked for the purpose of conveyance to distant parts. Here the railway or tramroad appeared to have reached the extreme point of application, and here for several years it remained unaltered, except as to some trifling changes in the materials of which it was constructed, and the form into which those materials were shaped. But as the other branches of mechanical science became more extended, and particularly when the application of that powerful agent, Steam, became so generally practicable, a new era commenced with respect to railways and tramroads.

We believe we are correct in assigning to Mr. Treventhick, of Cornwall, the honour of first applying the steam engine to the propelling of loaded waggons on railways; his scheme was improved upon by Mr. John Blenkinsop, manager of the collieries at Middleton, near Leeds, belonging to the late Charles Brandling, Esquire, of Gosforth House, Northumberland, who obtained a patent for the construction of the railway, and the steam carriage thereon, which he immediately put in practice on the road from Middleton to the coal staith at Leeds, a distance of about four miles, on which road the coals for supplying that town are daily conveyed by steam. Since his application of the principle, most of our eminent engineers have turned their attention to the subject, and the consequence is, that in a few years we may expect travelling in steam carriages to be of as common occurrence as the conveyance of coal by the same means is now. The late experiments, made with the carriages of Messrs. Gurney, Stephenson, Errickson, Braithwaite, and other celebrated engineers, on the Liverpool and Manchester Railway, have proved with what speed the distance between different places may be traversed, and the numerous applications to parliament, for acts to legalize the construction of


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/19

Rh railways in many parts of the country, sufficiently prove the interest with which the subject is taken up; whilst from the very circumstance of the rapidity wherewith carriages have been propelled on this railway, it is now probable that ere long his Majesty's mails will be conveyed on the plan introduced by Mr. Dick.

It is not our intention in the present work to enter into a detail of the nature and mode of construction of canals, railways, locks, aqueducts or other works connected with them. Having presented our readers with a brief account of the progress of canals and railways from their first adoption to the present day, we must refer to the following sheets for a more particular detail of proceedings in all works of either description, already executed or in course of execution in England; and it now only remains for us to discharge a most pleasing part of our duty, that of acknowledging, which we do with most heartfelt gratitude, the support and encouragement we have received in the progress of our arduous undertaking. The work has presented numerous difficulties, of which at the outset we had formed no adequate ideas, whilst the expenses, attendant on the whole, have been materially increased by various circumstances, over which we had no control. Cheered, however, by the gratifying list of our subscribers, amongst whom we are proud to number many of exalted rank and distinguished talent in every branch of science, we have surmounted great difficulties and feel confident of having brought our design to a successful termination. In a work of such a nature, the materials whereof were so widely scattered, it is impossible entirely to guard against error or mistake, yet this we may assert, that every care has been taken to state each particular connected with our plan, on as good authority as the most diligent attention and careful reference to original and parliamentary documents could produce, we area therefore, willing to hope, that few mistakes of material import will be found in any of the succeeding pages.

In order to bring down the list of Canals and Railways to the time of the dissolution of the late parliament and thereby to furnish the particulars of every act at present in existence, the publication of the map has been delayed, at a great loss indeed to the proprietors, who have a large capital embarked in the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/20

xiv undertaking, but, as they are well aware, to the advantage of their subscribers, and to the increased value of the work itself.

To many valued friends the compiler of the following pages has to express his gratitude for information and assistance in various parts within their immediate knowledge. To none of them are his thanks more justly due than to Mr. John Walker, civil engineer, one of the proprietors of the map and the surveyor by whom it has been executed. This gentleman, in the course of his survey of the kingdom, devoted a considerable portion of time to the collection of materials, which have added greatly to the value and interest of the volume now most respectfully presented to the public.

 * JO. PRIESTLEY.


text: Page:Rivers, Canals, Railways of Great Britain.djvu/21


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/96

776 set forth in his "Report on the Systems of Deaf-Mute Instruction pursued in Europe," presented to the board in October, 1867.

While he would by no means claim that the system in general use throughout the United States is free from defects in its practical workings, he is convinced that the principles on which it rests are sound, and that greater benefits can be secured to the mass of deaf-mutes through its agency than by any system which undertakes to make articulation its basis, assuming to teach all deaf-mutes to speak, and discarding the language of signs.

During the absence of the president the general direction of the institution was committed to Professor Fay; and the recitations coming under the charge of the president, in his capacity as professor of moral and political science, were conducted by Professor Porter. Both these gentlemen discharged the duties thus devolved upon them to the entire satisfaction of the board. And in this connection commendatory mention should be made of the faithfulness and efficiency of the entire corps of officers, all of whom, during the absence of the president, were ever ready to sustain acting President Fay, and to do whatever lay in their power to advance the interests of the institution and maintain good order in its several departments.

The courses of study pursued in the several departments have remained essentially the same as in previous years. The following schedules will show the branches taught and the textbooks used in the respective classes:

During the first and second years of instruction: Elementary Lessons for the Deaf and Dumb, by Harvey Prindle Peet, LL. D. First Lessons for the Deaf and Dumb, by John R. Keep, M. A.; the School Reader, part first, by Charles W. Sanders, M. A.

During the third and fourth years: Lessons for Children, by Mrs. Barbauld; Reading without Tears, part second, by Mrs. Mortimer; Felter's Primary Arithmetic; Primary Geography, by Fordyce A. Allen, M. A.

During the fifth and sixth years: Primary History of the United States, by G. P. Quackenbos, A. M.; Common School History of the World, by S. G. Goodrich; First Lessons in English Grammar, by Simon Kerl, M. A.; New Intermediate Geography, by S. Augustus Mitchell; Felter's Intermediate Arithmetic.

Instruction is given through the whole course in the structure of the English sentence, and in penmanship according to the Spencerian system.

Mathematics.—Eaton's Grammar School Arithmetic; Loomis's Treatise on Algebra, (through quadratic equations.)

Physical Geography.—Guyot's Physical Geography.

History.—Lossing's Common School History of the United States.

Natural Philosophy.—Peck's Ganot's Natural Philosophy.

English.—Kerl's Common School Grammar; Berad's History of England; original compositions.

Latin.—Allen's Latin Grammar; Allen's Latin Lessons; Caesars Commentaries.


text:
User talk:Hex

— billinghurst  sDrewth  22:33, 1 December 2012 (UTC)

title: User talk:Hex


text:
Page:The Clipper Ship Era.djvu/271

Rh crew, and in after years Captain Creesy in describing this race said that, "They worked like one man, and that man a hero."

At about four o'clock there was a faint southerly air with a few cat's-paws, and soon the breeze came up from the south in a dark-blue line across the horizon. Both ships felt it at the same moment, and braced their yards on the starboard tack sharp by the wind, which soon freshened to a fine whole-sail breeze. The Flying Cloud now began to draw away. At daylight the next morning, the N. B. Palmer was hull down to leeward, and by four o'clock in the afternoon was no longer in sight. Both ships had strong westerly gales off Cape Horn, and the Flying Cloud led her rival into San Francisco by twenty-three days.

It is only fair to say, however, that the N. B. Palmer lost five days through putting into Valparaiso to land two of her crew, and as it turned out, to ship seventeen men to replace deserters. One of the two men landed had shot and wounded the mate, and the other, known as "Doublin Jack," had knocked the second mate down with a handspike. Captain Low put both these men in irons, triced them up in the mizzen rigging, and gave them each four dozen lashes of ratline stuff, which they had well earned. Captain R. B. Forbes, one of the most humane and kind-hearted of men, declared in an address before the Boston Marine Society in 1854, that he regarded "the abolition of the power of flogging refractory seamen as having been injudicious"; and I think that most men who had experience in handling the crews of

title: Page:The Clipper Ship Era.djvu/271


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/94

774 {|
 * +GRADING AND PAVING STREETS AROUND THE CAPITOL AND FOR IMPROVING CAPITOL GROUNDS.
 * Amount paid on rolls for labor
 * $17,082 02
 * Amount paid or earth for filling
 * 8,154 28
 * Amount paid granite curb, (straight)
 * 7,943 42
 * Amount paid ggranite curb, (circular)
 * 1,538 90
 * Amount paid saying and jainting Hugging
 * 266 53
 * Amount paid laying brick pavement
 * 270 00
 * Amount paid asphalt pavement
 * 9,506 48
 * Amount paid Belgian pavement
 * 8,955 73
 * Amount paid lumber
 * 624 93
 * Amount paid stone and stone-work.
 * 648 81
 * Amount paid miscellaneous bills, such as lime, sand, coment bricks, &c., &c.
 * 6,607 55
 * colspan=2 |Cash account
 * Amount appropriated June 10, 1872
 * $35,000 00
 * Amount appropriated March 3, 1873
 * 125,000
 * Total
 * 160,000 00
 * Amount expended from July 1, 1872, to July 1, 1873
 * 61,598 65
 * Leaving on the lst of July, 1873, an unexpended balance of
 * 98,401 35
 * colspan=2 |ELEVATOR IN SENATE WING OF THE CAPITOL.
 * Amount of L. Atwood's contract for machinery and car
 * $6,000 00
 * Amount paid on rolls of mechanics. laborers, &c.
 * 1,660 50
 * Amount paid for marble
 * 417 31
 * Amount paid for eugineer’s expenses for traveling
 * 174 40
 * 8,252 21
 * colspan=2 |Cash account.
 * Amount approriated March 21, 1873
 * {ts|ar|wnw}}|$10,000 00
 * Amount expended from March 3, 1873, to June 30, 1873
 * 8,252 21
 * Leaving on the 30th June, 1673, an unexpended balance of
 * 1,747 79
 * colspan=2 |ALTERING AND REFITTING HALL OF REPRESENTATIVES.
 * Amount paid for steam-trap
 * $300 00
 * Amount paid for model desks and chairs
 * 323 60
 * 323 60
 * colspan=2 |Cash account
 * Amount appropriated March 3, 1873
 * $40,000 00
 * Amount expended from March 3, 18715, to June 30, 1873
 * 623 60
 * Leaving on June 30, 1873, an unexpended balance of.
 * 39,376 40
 * colspan=2 |CONSTRUCTING PNEUMATIC TUBE
 * Amount paid to Albert Brisbane on account of contract
 * $12,000 00
 * colspan=2 |Cash account.
 * Amount appropriated June 10, 1872
 * $15,000 00
 * Amount expanded from June 30, 1872, to June 30, 1873
 * 12,000 00
 * Leaving on June 30, 1873, an unexpended balance of.
 * 3,000 00
 * }
 * 8,252 21
 * Leaving on the 30th June, 1673, an unexpended balance of
 * 1,747 79
 * colspan=2 |ALTERING AND REFITTING HALL OF REPRESENTATIVES.
 * Amount paid for steam-trap
 * $300 00
 * Amount paid for model desks and chairs
 * 323 60
 * 323 60
 * colspan=2 |Cash account
 * Amount appropriated March 3, 1873
 * $40,000 00
 * Amount expended from March 3, 18715, to June 30, 1873
 * 623 60
 * Leaving on June 30, 1873, an unexpended balance of.
 * 39,376 40
 * colspan=2 |CONSTRUCTING PNEUMATIC TUBE
 * Amount paid to Albert Brisbane on account of contract
 * $12,000 00
 * colspan=2 |Cash account.
 * Amount appropriated June 10, 1872
 * $15,000 00
 * Amount expanded from June 30, 1872, to June 30, 1873
 * 12,000 00
 * Leaving on June 30, 1873, an unexpended balance of.
 * 3,000 00
 * }
 * colspan=2 |CONSTRUCTING PNEUMATIC TUBE
 * Amount paid to Albert Brisbane on account of contract
 * $12,000 00
 * colspan=2 |Cash account.
 * Amount appropriated June 10, 1872
 * $15,000 00
 * Amount expanded from June 30, 1872, to June 30, 1873
 * 12,000 00
 * Leaving on June 30, 1873, an unexpended balance of.
 * 3,000 00
 * }
 * 12,000 00
 * Leaving on June 30, 1873, an unexpended balance of.
 * 3,000 00
 * }
 * }

Respectfully submitted. EDWARD CLARK Architect

Hon. Secretary of the Interior.


text:
Page:The Religion of Ancient Egypt.djvu/127

 was Horus, the Sun in his full strength. Set the destroyer is also the son of Seb and Nut, but his triumph is in the west; he is Darkness, and his spouse Nephthys, a deity of mixed character, is the Sunset. There are the traces of a legend according to which Osiris mistook Nephthys for his wife Isis. Nephthys, who loved him, encouraged the illusion, and from their embraces Anpu (Anubis) was born. Anubis, like his mother, is a deity of a mixed character, partly belonging to the diurnal, partly to the nocturnal powers. It is said of him that "he swallowed his father Osiris." I believe that he represents the Twilight or Dusk immediately following the disappearance of the sun.

I am quite aware that texts may be quoted to prove that Osiris is the Moon, but these texts belong to a pantheistic period in which the god was recognized under all forms. It might rather be doubted whether the story of Osiris had not reference to the annual rather than to the daily sun. His death might be supposed to represent the reign of winter. Some of the Egyptian usages in commemoration of his death and resurrection, such as the sowing of plants and watching their growth, might be cited in support of this view. But the closer we look at these matters of


text:
Page:EB1911 - Volume 02.djvu/392

EGYPTIAN] of trunk necessary to support the walls of brick, and over the doorway a similar feature. In Chaldaea the same decorative features are found in the stage towers which constituted their temples, and broad projecting buttresses, indented panels and other features, originally constructive, form the decorations of the Assyrian palaces. There also, built in the same material, unburnt brick, the walls have a similar batter, though they were faced with burnt bricks. In later times in Greece and Asia Minor, where wood was plentiful, the stone architecture suggests its timber origin, and though unburnt brick was still employed for the mass of the walls, the remains in Crete and the representations in painting, &c., show that it was encased in timber framing, so that the raking walls were no longer a necessary element in their structure. The clearest proofs of original timber construction are shown in the rock-cut tombs of Lycia, where the ground sill, vertical posts, cross beams, purlins and roof joists are all direct imitations of structures originally erected in wood.

The numerous relics of structures left by primeval man have generally little or no architectural value; and the only interesting problem regarding them—the determination of their date and purpose and of the degree of civilization which they manifest—falls within the province of archaeology (see ; ; ; ).

Technical terms in architecture will be found separately explained under their own headings in this work, and in this article a general acquaintance with them is assumed. A number of architectural subjects are also considered in detail in separate articles; see, for instance, ; ; ; ; and such headings as ; ; ; ; ; ; ; ; ; ; ; ; ; ; &c., &c. Also such general articles on national art as : Art; : Art and Archaeology; ; ; &c., and the sections on architecture and buildings under the headings of countries and towns.

In the remainder of this article the general history of the evolution of the art of architecture will be considered in various sections, associated with the nations and periods from which the leading historic styles are chronologically derived, in so far as the dominant influences on the art, and not the purely local characteristics of countries outside the main current of its history, are concerned; but the opportunity is taken to treat with some attempt at comprehensiveness the leading features of the architectural history of those countries and peoples which are intimately connected with the development of modern architecture.

These consecutive sections are as follows:—
 * Egyptian
 * Assyrian
 * Persian
 * Greek
 * Parthian
 * Sassanian
 * Etruscan
 * Roman
 * Byzantine
 * Early Christian
 * Early Christian Work in Central Syria
 * Coptic Church in Egypt
 * Romanesque and Gothic in—
 * Italy
 * France
 * Spain
 * England
 * Germany
 * Belgium and Holland
 * Renaissance: Introduction
 * Italy
 * France
 * Spain
 * England
 * Germany
 * Belgium and Holland
 * Mahommedan

Finally, a section on what can only be collectively termed Modern architecture deals with the main lines of the later developments down to the present day in the architectural history of different countries.

Although structures discovered in Chaldaea, at Tello and Nippur, seeming to date back to the fifth millennium, suggest that the earlier settlements of mankind were in the valley of the Tigris and Euphrates, north of the Persian Gulf, it is to Egypt that we must turn for the most ancient records of monumental architecture (see also : Art and Archaeology). The proximity of the ranges of hills (the Arabian and Libyan chains) to the Nile, and the facilities which that river afforded for the transport of the material quarried in them, enabled the Egyptians at a very early period to reproduce in stone those structures in unburnt brick to which we have already referred.

Although the great founder of the first Egyptian monarchy is reputed to be Menes, the Thinite who traditionally founded the capital at Memphis, he was preceded, according to Flinders Petrie, by an earlier invading race coming from the south, who established a monarchy at This near Abydos, having entered the country by the Kosseir road from the Red Sea; and this may account for the early tradition that it was the Ethiopians who founded the earliest dynastic race, “Ethiopians” being a wide term which may embrace several races.

Egyptian architecture is usually described under the principal periods in which it was developed. They are as follows :—(A) the Memphite kingdom, whose capital was at Memphis, south-west of Cairo, the Royal Domain extending south some 30 to 40 m.; (B) the first Theban kingdom with Thebes as the capital; this covers three dynasties. Then follows an interregnum of five dynasties, when the invasion of the Hyksos took place; this was architecturally unproductive. On the expulsion of the Hyksos there followed (C) the second Theban kingdom, consisting of three dynasties, under whose reign the finest temples were erected throughout the country. After 1102 followed six dynasties (1102–525 ), with capitals at Sais, Tanis and Bubastis, when the decadence of art and power took place. Then followed the Persian invasion, 525–331, which was destructive instead of being reproductive. On the defeat of the Persians by Alexander the Great, and after his death in 323, was founded (D) the Ptolemaic kingdom, with Alexandria as the capital. A great revival of art then took place, which to a certain extent was carried on under the Roman occupation from 27, and lasted about 300 years.

With the exception of a small temple, found by Petrie in front of the temple of Medum, and the so-called “Temple of the Sphinx,” the only monuments remaining of the Memphite kingdom are the Pyramids, which were built by the kings as their tombs, and the mastabas, in which the members of the royal family and of the priests and chiefs were buried. The mastaba (Arabic for “bench”) was a tomb, oblong in plan, with battering side and a flat roof, containing various chambers, of which the principal were (1) the Chapel for offerings, (2) the Serdab, in which the Ka or double of the deceased was deposited, and (3) the well, always excavated in the rock, in which the mummy was placed.

The three best-known pyramids are those situated about 7 m. south-west of Cairo, which were built by the second, third and fourth kings of the fourth dynasty,—Khufu (c. 3969–3908 ), Khafra (c. 3908–3845 ), and Menkaura (c. 3845–3784 ), who are better known as Cheops, Cephren and Mycerinus. The first of these is the largest and most remarkable in its construction and setting out. The pyramid of Cephren was slightly smaller, and that of Mycerinus still more so, compensated for by a casing in granite. The dimensions and other details are given in the article. From the purely architectural point of view they are the least impressive of masses, and their immense size is not realized until on a close approach.

The temple of the Sphinx, attributed to Cephren, is T-shaped in plan, with two rows of square piers down the vertical and one row down the cross portion. These carried a flat roof of stone. The temple is remarkable for the splendid finish given to the granite piers, and to the alabaster slabs which cased the rock in which it had been partially excavated (but see : History, I.).

The Serapeum at Sakkara, in which the sacred bulls were embalmed and buried, the tomb of Ti (a fifth dynasty courtier), and the tombs of the kings and queens of Thebes, have no special architectural features which call for description here.

We pass on to the first Theban kingdom, the eighth king of which, Nebheprē Menthotp III., built the temple lately discovered on the south side of the temple at Deir-el-Bahri, of which it is the prototype. It was a sepulchral temple, and being built on rising ground was approached by flights of steps. In the centre was a solid mass of masonry which, it is thought by some authorities, was crowned by a pyramid. This was surrounded by a double portico with square piers in the outer range, and octagonal piers in the inner range, there being a wall between the two ranges.

The earliest tombs in which the  (q.v.) appears, as an architectural feature, are those at Beni Hasan, attributed to the period of Senwosri (formerly read Usertesen) I., the second king of the twelfth dynasty. These are carved in the solid rock. There are two

title: Page:EB1911 - Volume 02.djvu/392


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/93

Rh BOTANICAL GARDEN. At the request of the Joint Committee on the Library, various imProvements have been made, under my supervision, at the Botanical garden.

The fence on Third street, from Pennsylvania to Maryland avenues, has, been raised to suit the new grade of the street, and a brick fence constructed on First street, between the same avenues. Gateways have been erected at the principal entrance on both these streets. The conservatory has been extended and finished, by the erection of the octagon at the eastern end. Forcing-houses, work and packing shops, have been erected on the square bounded by Maryland avenue, B, Second, and Third streets, in order to extend the working capacity of the garden.

CITY-HALL.

At the request of the Attorney-General I have superintended the improvements recently made at the City Hall. The western court-room has been improved by the introduction of another furnace for heating, and the ceiling of the same room has been pierced to obtain ventilation. The exterior has been repainted and the roof thoroughly repaired; several ceilings in the upper story, which were damaged by the leaks in the roof, have been plastered. Both court-rooms, the judges' and the jury rooms have been put in good condition.

As this building is now wholly the property of the Government, and as additional room is required for the courts and record-offices, I recommend that this building be extended to suit the wants of the public business.

COLUMBIA HOSPITAL FOR WOMEN.

The improvements authorized by Congress have been made, and the entire building is now ready for occupancy, Steam-heating apparatus has been put in. and boiler and fuel-vaults constructed this season. To give this buildings respectable appearance the grounds should be graded in some places, and the street-fronts terraced and fenced.

CAPITOL EXTENSION.


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/92

772 First street, at the foot of the Capitol, from Pennsylvania to Maryland avenues, has been paved with cypress-wood pavement, and the curve at the south, from Maryland to New Jersey avenues, is now being paved with granite blocks. Over one hundred thousand loads of earth have been deposited on the grounds at the south of the Capitol and on South B street this season.

Not having any practice or pretensions to skill as landscape gardener, I earnestly recommend that a first-class artist in this line may be employed to plan, plant, and lay out these grounds.

Attention is called to the eastern grounds, with the hope that authority may be given to grade them, to suit the requirements of the streets surrounding them, which have been cut down to the Government grades. In the event of cutting down the Eastern Park, I feel confident, and have the opinion of experts, that most of the trees necessary to preserve can be lowered into place without great risk of loss. My opinion is that these grounds should be treated as a lawn, and none but the best trees retained. The great number of trees in them, when in foliage, effectually screen the eastern (principal) front of the building from view from Capitol Hill. There are no vistas through which it can be seen entirely, nor is there any point of view from which this front can be seen to advantage, on account of the disposition of the trees in this park. Trees may be planted at the north and south of the wings, as they are now at the western grounds, where they are required to screen the rustic terraces, as well as for shade; but, in my judgment, the grandeur and extent of the main front will be revealed by takingout a large number of trees in the eastern grounds.

The plateau at the eastern front should be paved, and the side-walks around the grounds flagged next season. The funds on hand not being sufficient to pay the expense of a proper flag-pavement around these grounds, a narrow foot-walk of bricks has been laid for the season.

The attempt to lay the pneumatic tube from the Capitol to the Printing-Office building has been unsuccessful, owing in part to the unexpected difficulties met in getting the tube under the track of the Washington and Baltimore Railroad. To accomplish this the trench had to be sunk in some places fifteen feet, thus loading the tube with so great a weight of earth, that it was so forced out of shape that the sphere would not pass through. Mr. Brisbane expected, when he undertook this work, that North Capitol street, along which the tube was to be laid, would be filled and graded, so that the tube would be placed about three feet below the surface. If this could have been done, I have no reason to believe that the tube would not have worked successfully. Mr. Brisbane is now anxious to renew this work, at his own expense; but as he will have the same difficulties to overcome, I have.doubts of his success, unless the tube is made much smaller than stipulated for in his contract. I am so convinced of the practicability of this mode of transportation, that I recommend, for the sake of durability, that the tube be made of iron.

The buildings at the Reform School are near completion. The main building is so far advanced as to be partly used by the boys as workshops. It is expected that it will be entirely finished, ready for occupancy, by the meeting of Congress. The family building has been occupied ever since the middle of last winter.


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/91

Rh one thousand tons of coal, have been constructed at both wings. To get rid of the coal-gas, which was often driven into the area from which the air from the exterior was taken, an underground air-duct, opening at the foot of the lower terrace of the western grounds, has been constructed. The openings of this duet being so far from the furnace chimneys—the cause of defilement—will afford a supply of purer air at all times, and in summer a cooler air than could be obtained from the former inlet.

The steam-boilers of both wings, which were found defective from long use by the Government inspector, have been thoroughly repaired, and extensive repairs and improvements made to the heating apparatus of the entire building; many rooms and corridors repainted and otherwise fitted up. The reporters' gallery of the Senate has been enlarged; the galleries of the House of Representatives so re-arranged that the diplomatic and the members' galleries will be on the east, the ladies' gallery on the west, and the men's on the north side. New desks and chairs have been placed in same hall, so disposed as to dispense with the outer platform. As provided tor by a resolution of the House, the bathing-room of the south wing has been extended and fitted up.

This portion of the building has been kept in repair and likewise improved; the Senate bathing-rooms refitted with new tube pipes, and floors; the steam-heating apparatus of the Congressional Library put in good order.

The roof of this part of the building is constructed on wooden rafters, and is, in many places, so defective that n new covering of copper is demanded. In these repairs I recommend that they be made in a dreproof manner. In fact, to avoid damage from fire the whole roof should be reconstructed.

Attention is called to the unfinished condition of the rotunda, and inner portion of the dome. I recommend that its walls be encrusted with ornamental marbles; the pilasters and first cornice taken away, and the door laid with encaustic tile. By omitting the first cornice, and letting the story terminate at the line of the second cornice, which cornice should be enlarged, the wall of the rotunda will have greater apparent height, and the anomaly of three cornices—similar members—so near each other, will be abolished.

Lofty doorways, with sculptured enrichment, should be made, and the vault of the rotunda decorated with painted enrichments. While these changes will entail a large expenditure, I consider them necessary to make a complete and harmonious finish to this the principal feature of the building.

Squares 687 and 688, in accordance with the act approved March 3, 1876, have been purchased.

All the buildings on square 687 have been disposed of at public sale, or the material taken away and used for public purposes. Nearly all the buildings on square 688 have been disposed of in the same manner. It is expected that the two buildings yet remaining on that square may be taken down and the materials cleared away before the meeting of Congress. The cavities on these squares have been filled, and the surfaces graded to correspond with the grade of the pavement at the north and south of each square.


text:
Page:The Clipper Ship Era.djvu/272

216 ships on the high seas in those days will be inclined to agree with him.

The demand for new clipper ships had by no means abated in 1852, and thirty-three California clippers were launched in this year. Donald McKay built the Sovereign of the Seas, Bald Eagle, and Westward Ho; William H. Webb, the Flying Dutchman; Samuel Hall, the Polynesia, John Gilpin, Flying Childers, and Wizard; Jacob A. Westervelt, the Golden City, Golden State, and Contest; Jacob Bell, the Messenger and Jacob Bell; Paul Curtis, the Golden West, Queen of the Seas, Cleopatra, and Radiant; J. O. Curtis, the Phantom and Whirlwind; Jabez Williams, the Simoon; R. E. Jackson, the Winged Racer; Pernald & Pettigrew, the Red Rover.

Undismayed by difficulties as to spars and rigging that beset the minds of other ship-builders, Donald McKay resolved in this year to build a still larger clipper than had yet appeared. This ship was the Sovereign of the Seas, of 2421 tons register, and when she was launched in June, 1852, the bells that had welcomed the New World and Stag-Hound as the largest merchant ships afloat, again rang out a joyous greeting to this noble clipper, as she glided smoothly and swiftly into the blue waters of Boston harbor.

The Sovereign of the Seas measured: length 258 feet, breadth 44 feet, depth 23 feet 6 inches, with 20 inches dead-rise at half floor. It is interesting to note that each one of Mr. McKay's clippers had less dead-rise than her predecessor. The Stag-Hound had 40 inches dead-rise at half floor with

title: Page:The Clipper Ship Era.djvu/272


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/83

Rh pensions of invalids in the war of 1812, no material change was made until the act of February 14, 1871.

In provisions for pensions for invalids of the war of Mexico, there has been no important change up to the present time. It is, however, proper here to state that the time of limitation of two years for filing, which governed the revolutionary claims, was extended to three years with reference to pensions of all wars by the act of July 14, 1862, with the renewal of the proviso that the commencement of pension should be from the date of completion of proof, and the time of filing was extended in 1868 (July 27) to live years.

Within three years after the first act providing pension for invalids of the last war, provisions for specific disabilities were commenced, and have been continued from time to time, as heretofore stated. In addition to the large increase on account of specific disabilities which has been provided since the commencement of the late war, numerous disabilities, for which, under the old laws, only ordinary pensions were granted, have been included among those which are ranked as equivalent to the specific disabilities, and for which much higher rates are provided.

From and after July 25, 1866, for all persons who had been or should be pensioned under acts prior to March 4, 1861, the same rates as those of same class pensioned under act of 1862 (July 14) and those subsequent were provided.

The first extension of the pension provisions to widows and orphans was by resolution of August 24, 1780, which gave the half-pay pension tor seven years to widows officers who had died, or might die in the service, and to the orphans, if no widow survived the soldier, or upon the death or remarriage of his widow. An act passed March 16, 1802, fixing the military peace establishment of the United States, gave half pay pension for live years to the widows and minor children of commissioned officers dying from wounds received in actual service. The act of January'll, 1812, providing for raising an additional military force, also provided for half-pay pension for live years to the widows and minor children of officers dying by reason of wounds received in actual service. By the act of August 2, 1813, five years' half-pay pension was granted to widows and orphans of privates.

No further action in favor of widows and orphans was had for nearly twenty-three years, when the act of July4, 1836, was passed. Said act provided for half-pay pensions for five years to the widows and orphan of privates who died in the service after April 20, 1818, or in consequence of wounds received in the service after said date. This act also provided for payment to widows and orphans of the arrears of the invalid pensions under the following conditions: Where the service of the deceased was such as is specified under act of June 7, 1832, and he had died after March 4, 1831, and before the passage of the act of June 7, 1832, and also where the widow was married to him before the expiration of his service, the amount that would have accrued to him if he had survived the passage of said act, provided she still remained his widow. The act of March 3, 1837, also granted the arrears as aforesaid, on the same conditions, to the widows who had married after the decease of the husbands for whose services they claimed pension, provided they were widows at the time of the passage of the act, and the same to those whose husbands served until November 3, 1783; and the resolution of July 7, 1838, extended the grant of said arrears, on the some


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/84

764 conditions, also, to those whose husbands should thereafter die. The same day an act was passed restricting said provision for arrears in those who were married before January 1, 1794. (Said act also added to the prohibition against pledge or transfer of pension, that the same "shall inure wholly to the personal benefit of the pensioner.")

From March 4, 1841, to March 4, 1843, no pension was provided for widows in their own right, except to those included in the provisions of the act of July 4, 1836. August 16, 1842, the restriction relative to widows whose husbands died after the passage of the act of June 7 1832, and before that of the act of 1838, was removed; and on the 23d of same month the bar to claims of widows who had remarried was removed—provided they were widows at the time of application for pension. March 3, 1843, the five years widows' pensions were extended from March 4, 1836, to March 4, 1844, and in 1844 again extended to March 4, 1848. April 30, 1844, a provision was enacted that no pension should thereafter be granted to a widow for the same time during which her husband had received one; and on the 2d of February, 1848, an act was passed continuing pensions to the widows of the officers and privates of the Army of the Revolution during widowhood. On the 21st of J uly of the same year an act granting the benefits of the act of July 4,1836, to the widows and orphans of officers and privates of the Mexican war twas passed. On the 29th of the same month an act was passed granting pensions to widows (of revolutionary soldiers and officers) who were married before 1800; and on the 11th of August of the same year it was enacted that the pensions of widows of officers, seamen, and other employés of the Navy, should be continued during widowhood.

In 1849 (February 22) the act of July 20, 1848, was so amended as to include the widows and minor children of persons who were wounded or contracted disease in the service, of which they died after their discharge and return to their homes; and by the resolution of September 28, 1850, said acts were made to include the widows and minor children of those who had died after the passage of said acts.

In 1853 (February 3) provision was made for pensions to widows of the revolutionary war married after the 1st of January, 1800, and for renewal of the pension for five years to widows and minor children of officers and soldiers of the Florida and Mexican wars, the war of 1812, and the Indian wars. In 1854 the above was amended so that no widow should he deprived of the benefits of it, provided she should be a widow at the time of application.

In 1858 (June 3) pensions to widows of all wars subsequent to the Revolution were extended to continue during widowhood.

The act of April 2, 1862, cuts off all claims for pension or increase of pension by children or descendants of those who served in the war of the Revolution, when the claim to pension was not established by those who served or by their widows.

The act of July 14, 1862, grants pensions to the widows, minor children, dependent mothers, and dependent sisters, of persons who died from any cause which originated in the military or naval service, and line of duty, after the 4th of March 1861, at the rate to which their husbands and fathers would have been entitled under the same act. The act of June 6, 1866, extended the benefits provided by time act of July 14, 1862, for mothers and sisters, to the dependent fathers and dependent brothers.

The act of July 25, 1866, increased the pension of Widows provided for by the act of July 14, 1862, $2 per month for each child under sixteen, by herself, of the person on account of whose service and death


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/85

Rh the widow was entitled to the aforesaid original pension; and also increased the pension to the minor children provided for by the act of July 14, 1862, by granting $2 per month for each of them, where there was more than one.

The act of July 27, 1868, provided for the increase of the pension of the widows by adding also $2 per month on account of each of the children by a former wife of the person on account of whose service and death she was entitled to the original pension.

In the act of February 14, 1871, provision is made for pension at the same rate that,is prescribed for the surviving officers and enlisted and drafted men of the war of 1812, to their widows who were married before the treaty of peace which terminated said war.

The addition to the expenditure in payment of pensions by reason of increase of rates, the including of so large a proportion of the pensioners among those entitled to the higher rates, and the extension of the benefits of the pension laws to so many classes of pensioners, have been so great as to warrant consideration in connection with any proposition for further increase.

There has been a decided increase in the general business of the office, resulting from the changes in legislation which required the re-adjustment of so large a. number of claims, and the careful review of all the certificates of the recent biennial examination. This imposed unusual labor upon the clerical force, and necessitates unavoidable delays in the transaction of routine business. Greater satisfaction could be given the public if Congress would be pleased to make a small addition to the clerical force; but if reasonable time can be granted Without working injustice to claimants, the present force will soon be adequate to the demands made upon the office.

I have ordered the preparation of a grand alphabetical roll of pensioners, which shall comprise, in a record relative to each pension which has been granted, the following features.: Name of soldier; name and residence of the pensioner; number of pension certificate; act under which it was granted; commencement and termination of the pension; such changes as may have been made in it; and, so far as practicable. the disability, or cause of death, on account of which it was granted, The incomplete character of the roll, as heretofore kept, has been for years clearly manifest, and it is believed that the method adopted as above stated, after careful consideration, will secure a concise, correct, and available statement of every pension awarded by the Government.

The attention of Congress was invited in my last report to the necessity of a complete codification of the pension laws. Congress was pleased to act upon the suggestion then offered, and the office is now operating under the codified laws, approved March 3, 1873. The objects sought by this legislation have been in the main accomplished, and the confused mass of laws has been made uniform and consistent. The large and increasing number of instances in which claims for increase of invalid pensions having been once adjudicated, are immediately, or before a reasonable time has elapsed, renewed, and new adjustment urged, is a source of embarrassment to the office, and the question presents itself whether it might not be well to prescribe by law a definite period of time during which, after any adjudication of an invalid-pension claim, acquiesced in by the claimant, the rate of pension should remain as fixed in that adjudication.

Attention has been heretofore invited to the insecure condition of the Seaton House. I now respectfully refer to what I stated in my report


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/23

This canal, though limited in its extent, is amongst the first of such as may be adduced in proof of the advantages attendant upon inland navigation. The act for the formation of it is entitled, 'An Act for making and maintaining a navigable Canal from the Glamorganshire Canal, to or near the village of Aberdare, in the county of Glamorgan, and for making and maintaining a Railway or Stone Road, from thence to or near Abernaut, in the parish of Cadoxtone-Juxta-Neath, in the said county.' By this act the company were empowered to raise £2,500, in shares of £100 each, and a further sum of £11,000 was in like manner to be raised, should the expenditure on the works require it.

The Aberdare is connected with the Glamorganshire Canal, at a short distance from the aqueduct, conveying the latter over the River Taff. Its course from the Glamorganshire Canal is along the western side of the Cynon Valley, nearly parallel to the river of that name, and having passed Aberrammon it terminates at Ynys Cynon, about three quarters of a mile from Aberdare, the village from which it derives its name, being from commencement to termination about six miles and a half in length. At the head of the canal near Aberdare there is a railroad, two miles long, to the Llwydcoed Furnaces, from which branches extend to Godleys and Abernaut Furnaces.

The canal is nearly level, to the distance of four miles from its commencement; in the remaining two miles and a half, to its head or termination, there is a rise of 40 feet. The country through which it passes abounds in iron, coal and lime; numerous furnaces and mines are in its immediate vicinity, for the export of the pro duce of which it was originally undertaken, and which purpose it completely answers, to the evident advantage of the adjoining property.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/24

2

The chief object of this navigation is the export of the produce of the iron furnaces, coal mines and limestone quarries, which abound in the immediate vicinity.

navigation was executed by a company, incorporated by the name of "The Company of Proprietors of the Aberdeenshire "Canal Navigation," and was opened for the passage of vessels in June, 1805. Its commencement is in the harbour of Aberdeen, on the north bank of the Dee, and in the tideway at the mouth of that river. For a short distance it takes a northern direction, and then proceeds to the east past the town of Aberdeen, to Wordside, at which place it approaches the southern bank of the River Don, nearly parallel to which it continues its course by Fintray to the town of Kintore: leaving that town to the west, and keeping the western side of the valley of the Don, it opens into that river at Inverurie, near its junction with the water of Urie. The length of this canal is about nineteen miles, and the fall from Inverurie, to low-water-mark in the harbour of Aberdeen, is 168 feet, by seventeen locks. The width of the canal is 23 feet, and its depth aver ages 3 feet 9 inches.

The first act for executing this useful work is entitled, 'An Act for making and maintaining a navigable Canal from the Harbour of Aberdeen, in the parish of Aberdeen, or St. Nicholas, into the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/25

Rh River Don, at or near the South End of the Bridge over the same, (adjacent to the Royal Burgh of Inverurie) in the parish of Kintore, all within the county of Aberdeen, North-Britain.'

By this act the company were authorized to raise £20,000 in £50 shares, no person to be holder of less than one share, or of more than forty; and it was further provided that in case of need £10,000 more might be raised amongst themselves, by the admission of new subscribers or by mortgage: it appears, however, that the original projectors of the work did not meet with the anticipated success, for in the year 1801, an application was made to parliament for an additional act for raising money to complete the undertaking.

In their application the proprietors stated, that of the £20,000 which they were authorized by their former act to obtain, only £17,800 had been subscribed, all of which had been expended, and several debts incurred.

A second act was passed in the 41st George III. cap. 3, (24th March, 1801), in consequence of the company being unable to raise more than £17,800 under the former act, and had for its title,  'An Act for better enabling the Company of Proprietors of the Aberdeenshire Canal Navigation, to finish and complete the 'same,'  which was to be effected by creating one thousand new shares of £20 each, bearing an interest of five per cent.

But the proprietors were compelled to apply for a third act, which was granted in the 49th George III. cap. 3, (13th March, 1809), entitled,  'An Act for better enabling the Company of Proprietors of the Aberdeenshire Canal Navigation to raise the necessary Fund to complete the same.'  By this act the company were empowered to raise a further sum of £45,000, upon promissory notes, under the common seal of the company, bearing interest, with a power in the holders to become shareholders of £100, in the ratio of the amount of their respective notes; or, at their option, they are empowered to raise the said sum by mortgage of the rates authorized to be collected; or by the granting of annuities.

The tolls which were granted by the first act, (and which have not been altered by any subsequent act), are recited in the following page:—


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/26

4

The chief article of conveyance on this canal is granite, great quantities of which are annually exported from the quarries on its banks to London and other parts of the country, by means of its communication with the harbour of Aberdeen, for the improvement of which Mr. Smeaton, and afterwards Mr. Telford, made surveys, preparatory to applications to parliament for powers to execute the same. Acts were accordingly passed in the 13th, 35th, 37th, and 50th of George III. and the harbour is now capable of receiving ships of from 18 to 20 feet draught, adding thereby considerably to the facilities of shipment and consequently increasing the traffic on the canal which opens into it.

THE Adur River rises about four miles from Horsham, in Sussex, at a distance of thirty-six miles from the Metropolis, and takes a south-easterly course by West Grinstead, and the Baybridge Canal, to Binesbridge, to which place it was rendered navigable for barges drawing 4 feet water, by an act, entitled, 'An Act for improving the Navigation of a certain part of the River Adur, and for the better draining the Lowlands lying in the Levels above Beeding-bridge, and below Mock-bridge and Bines-bridge, all in the county of Sussex.'

From the Baybridge Canal, at Binesbridge, the river takes a southerly course, passing about a mile to the east of the town of Steyning, from thence to New Shoreham; when, passing to the south of the town, it takes an easterly course running parallel with


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/27

Rh the shore of the English Channel, until it falls into the same at Shoreham Harbour, a distance of about fourteen miles from Binesbridge.

This river was a very imperfect tideway navigation, previous to the passing of this act, but it is now made navigable for barges drawing 4 feet, although the act only authorizes the trustees, for carrying the same into execution, to make it a 3 feet navigation. Seventy-nine trustees, together with the commissioners of sewers of the Rape of Bramber, were appointed to carry the act into execution. The qualification was the possession of a clear annual rental of £50, or of a personal estate of £1,000.

The funds for carrying on the works for the improvement of this navigation and drainage, were raised by an assessment of two shillings per acre on all lands lying in the level above Beeding-bridge, during the years 1807, 1808, and 1809, under the authority of an act of the 23rd of Henry VIII. and after that such sum as the trustees and commissioners shall deem necessary. They are also empowered to borrow money on security of the tolls, rates, &c.

THE rendering these rivers applicable to the purposes of commerce forms one of the most important features in the history of our inland navigation, and as they were made navigable under an act of parliament, passed above fifty years prior to the date of any enactment for a canal navigation, a brief outline of this extensive and useful undertaking may not prove unacceptable to our readers.

The source of the Aire is in Maiham Tarn, a fine sheet of water belonging to Lord Ribblesdale, situate a few miles east of


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/28

6 Settle, in that district of the county of York which is called Craven. After running underground for near a mile from its source, it issues from the base of a perpendicular rock 286 feet high, at the centre of a romantic amphitheatre of limestone called Malham Cove. The stream is at first inconsiderable, and from the magnificent scenery of the cove, whence it emerges, would be little noticed, particularly in dry seasons; but in winter, or when the tarn above is swollen by rains, the aperture at the base of the rocks is insufficient for the stream, and the water pours over the top of the cove in a vast sheet, little if at all inferior to many of the falls of America. From MaLham Cove, the Aire runs directly south, by the village of Aire Town, to Cold Coniston, thence turns easterly till it reaches Gargrave; from which place, having been considerably augmented by several lesser streams, now united with it, it pursues an easterly direction passing near to Skipton, by Kildwick, within a short distance of the town of Keighley, through Bingley and Shipley, which latter place is within three miles of Bradford; whence it proceeds, by the picturesque remains of Kirkstall Abbey, to Leeds, having given the name of Aire-dale to the beautiful valley through which it passes. Under the provisions of the act of William III. the date of which is given above, this river was made navigable to the tideway. The act is entitled, 'An Act for the  'making and keeping navigable the Rivers Aire and Calder, in the 'county of York.'

From Leeds the Aire continues in an easterly direction by Temple Newsam, the seat of the Marchioness of Hertford, and Swillington Hall, the seat of Sir John Lowther, Bart. to Castleford, where it unites with the Calder. The two rivers, after their junction, continue to bear the name of Aire, and passing by Fryston Hall, Ferrybridge, Knottingley, Beal, Haddlesey, Weeland, Snaith and Rawcliffe, join the Ouse a little below the village of Armin, at a short distance from the town of Howden. The authority of the first act extending only to Weeland, the subsequent continuation of the navigation to the Ouse River was under a second act, the title of which will be recited in its proper place. The Aire is not navigable above Leeds; the length of the navigation, from Leeds to the junction with the Calder, is about eleven miles and a quarter, in which distance there is a fall of 43¾ feet by


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/29

Rh six locks. From the junction of the two rivers to Weeland, the distance is eighteen miles and a quarter, with a fall of 34½ feet by four locks, making the total length of navigation from Leeds to Weeland near thirty miles. On this part of the line of navigation are several short canals, railroads, &c. the property of individuals, who have made them for the easier conveyance of the produce of their estates to the banks of the river; as for instance, at Fairburn, a canal, the property of Lord Palmerston, a quarter of a mile long, level with the river, for the use of his lordship's extensive lime and gypsum quarries. Mr. Watson and Mr. Haxby, at Brotherton, have each one, about one furlong and one chain in length; from Mr. Haxby's canal a short railway is carried to the lime-quarries, north of Brotherton; near to the west end of Crier Cut, close to the Leeds Race Course, there is a railway and staith for conveying and shipping the coal from Lord Stourton's collieries on Rothwell Haigh; near Knowstrop there is a railway from the Marchioness of Hertford's collieries, at Waterloo, for the supply of Leeds: there are also railroads at Crier Cut and opposite the Leeds Race Course, for the delivery of coals from this colliery going eastward; near to Methley, a staith and railway from Sir John Lowther's collieries, at Astley; and in the township of Methley, there is a railway for conveying to the river the coals from the Earl of Mexbro's works; considerable quantities of building-lime are also shipped at Weldon and Fryston. At a short distance above Leeds Bridge is the basin of the Leeds and Liverpool Canal, which locks down at this place into the River Aire, thereby connecting the two navigations.

The source of the Calder is above Todmorden, amongst the hills which constitute the grand ridge, or, as it is popularly termed, the back bone of England, in the same field where the West Calder takes its rise, which in its course westwards, joins the Ribble and enters the Irish Sea. Leaving the hills in which it rises, the Calder pursues an easterly course through the romantic valley of Todmorden, passing the populous hamlets of Hebden Bridge and Sowerby Bridge, to within two miles of Halifax; thence by Elland, Brighouse, Kirklees Park, the seat of Sir George Armytage, Bart. in the vicinity of which a considerable stream, the Colne, falls into it; proceeding thence by Mirfield,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/30

8 the market-town of Dewsbury, and Horbury to Wakefield; at which place this branch of the Aire and Calder Navigation commences. From the navigation warehouse, at Wakefield Bridge, the course of the Calder is by Heath, Newland Park, formerly a preceptory of Knights Templars, but now the seat of Sir Edward Dodsworth, Bart. and Methley, where the Earl of Mexborough has a seat, to its junction with the Aire near Castleford; meandering for the distance of twelve miles and a half through a fertile and delightful valley. The fall from Wakefield Bridge to the union of the two rivers is 28½ feet by four locks, viz, at the Old Mills, Kirkthorpe, Lakes and Penbank. The total length of the navigation from Wakefield to Weeland is thirty-one miles and a half, and the total fall is 62¾ feet. A little above Wakefield Bridge are the Calder and Hebble Navigation Warehouses, and, on the opposite side of the river, the Earl of Cardigan's railway, which conveys the coal from his collieries at New Park, two miles from Wakefield. Half a mile below Wakefield the Barnsley Canal locks down into the River Calder. At Bottom Boat, about five miles and a half from Wakefield by the course of the navigation, the Lake Lock Railroad communicates with the river. This road, which was constructed about thirty years ago, by a company, without application to parliament, extends to the East Ardsley Coal-field, a distance of four miles from its junction with the navigation. When it was at first constructed, as its name imports, it joined the river at Lake Lock; it was, however, in 1804, removed to Bottom Boat, a mile lower down the river, to which place from seventy to one hundred thousand tons of coal are now annually brought down by this railroad: and another belonging to the Duke of Leeds, communicating with his collieries on Wakefield Outwood, terminates within a short distance of the former, from which forty or fifty thousand tons of coal are shipped annually.

Though the first act for making this navigation was passed in the year 1699, an attempt for the same purpose had been made long before, for on the 15th of March, 1625, the first year of Charles the First's reign, a bill was brought into the House of Commons, entitled,  'An Act for the making and maintaining the rivers of Ayre and Cawldes, in the West Riding of the countye of Yorke, navigable and passable for Boats, Barges, and other Vessels, &c.'


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/31

Rh

This bill was rejected, after a long debate on the question of committing and engrossing; nor does it appear that any further attempt was made for more than seventy years, when Lord Fairfax introduced a similar bill into the House of Commons, on the 18th of January, 1698. Petitions in favour of this bill were presented from the mayor, aldermen, and inhabitants of Leeds, the borough of Retford, King's Lynn, Lincoln, Manchester, the magistrates at the Quarter Sessions at Doncaster, Boroughbridge, the magistrates assembled at Wakefield Quarter Sessions, the clothiers of the town of Rochdale, Rotherham, Halifax, Kendal, clothiers of Wakefield, Bradford and Gainsbro'; and against the bill, from the lord mayor and commonalty of York, also one from Francis Nevill, of Chevet, Esq. the owner of the Soke Mills, at Wakefield.

It was not till the 3rd of April, 1699, that an act passed the House of Lords, and which received the royal assent on the 4th of May following. As some interesting particulars are contained in the petitions presented to the house in respect to the bill of 1698, they are briefly noticed below.

In the Leeds petition it is stated "that Leeds and Wakefeild are the principal trading towns in the north for cloth; that they are situated on the Rivers Ayre and Calder, which have been viewed, and are found capable to be made navigable, which, if effected, will very much redound to the preservation of the highways, and a great improvement of trade; the petitioners having no conveniency of water carriage within sixteen miles of them, which not only occasions a great expense, but many times great damage to their goods, and sometimes the roads are unpassable, &c. &c."

The clothiers of Ratchdale state that they are "forty miles from any water carriage." The clothiers of Hallifax, in their petition, state "that they have no water carriage within thirty miles, and much damage happens through the badness of the roads by the overturning of carriages."

The clothiers of Wakefield state "that the towns of Leeds and Wakefeild are the principal markets in the north for woollen cloth, &c. &c.; that it will be a great improvement of trade to all the trading towns of the north by reason of the conveniency of water carriage, for want of which the petitioners send their


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/32

10 goods twenty-two miles by land carriage, (to Rawcliffe), the expense whereof is not only very chargeable, but they are forced to stay two months sometimes while the roads are passable to market, and many times the goods receive considerable damage, through the badness of the roads by overturning."

The petition of the lord mayor and commonalty of the ancient city of York, in opposition to the bill, sets forth, "that the said city has chiefly its support and advantage by the River Ouze and water of Humber, which is a passage for ships and boats from York to Hull, and divers parts of this realm; and that by letters patent, 10th Edward IV. (1471) the said petitioners were appointed conservators of the River Ayre from the River Ouze to Knottingley Mill Dam; and have all along exercised their power accordingly; that if the bill pending in the house, for making the Rivers Ayre and Calder navigable, should pass, the River Ouze will be so drained by such navigation, that no boat or vessels will be able to pass thereon, whereby the trade of the city of York, carried on by the said River Ouze, will be quite carried into other remote parts, and the petitioners' said power of conservatorship destroyed, to the impoverishing the said city and countries adjacent, and praying that the said bill may not pass; the petitioners being ready to offer other reasons against the same." The petition of Francis Nevill, of Chevet, Esq. against the bill, states, that "the petitioner is proprietor of several corn, fulling, and rape mills, and dams, upon the River Calder, and that by back water his mills will be inevitably stopped from going at all, to his great prejudice."

The tolls granted by this act were, from the 1st of May to the 1st of October, any sum not exceeding ten shillings per ton; and from the 1st of October to the 1st of May, any sum not exceeding sixteen shillings per ton, for the entire distance between Leeds or Wakefield, and Weeland, or vice versa, and proportionably for any greater or less weight, or for any less distance than the whole.

In order to carry into execution the powers granted by this act for making the rivers of Aire and Calder navigable, the undertakers immediately advanced about £12,000, to which, in the course of a few years, other sums, to the amount of about £16,000 were lent and advanced; these sums, with all the money


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/33

Rh which the tolls produced for the first twenty-four years, were laid out in completing the works of navigation. So small was the trade of the country, that in the year 1730, the whole navigation, together with all the property attached thereto, was rented at £2,000 per annum, upon condition that the Undertakers themselves should be at the risk of keeping all dams, on the said rivers, good against any accidents.

As the trade of the country increased, it was found expedient to avoid many impediments that took place on several parts of the navigation, some by improperly drawing off the water at the mills; but the most serious inconvenience arose on that part of the river between Weeland and Haddlesey Lock; the course of the navigation to the Ouse, at Armin, was also found very inconvenient for the trade of York, Malton, Boroughbridge, Ripon, and other places in the same direction: a project was therefore commenced in the year 1771, for making an entire new canal from Leeds to Selby, which was surveyed by Mr. Whitworth, at the request of the Leeds and Liverpool Canal Company, and a few gentlemen in Leeds; and an application was made to parliament, to carry the same into execution, by a new set of subscribers; it was, however, successfully opposed by the undertakers of the Aire and Calder Navigation.

In consequence of this application, and "of several memorials signed by the principal merchants and traders of Leeds, Wakefield, Halifax, Rochdale, York, Boroughbridge, Lincoln, Gainsborough, and other places in Yorkshire, Lancashire, Lincoinshire, and Nottinghamshire, and by many owners and masters of vessels navigating the Rivers Aire and Calder, complaining of the frequent and long stoppages in those rivers, addressed to Sir William Milner and the rest of the undertakers," the undertakers of the Aire and Calder Navigation applied for and obtained a second act, to enable them to make a canal from Haddlesey to Selby, bearing date the 14th of June, 1774, entitled, '' 'An Act to amend an Act passed in the Tenth and Eleventh Years of the Reign of William III. entitled, An Act for the making and keeping navigable the rivers of Aire and Calder, in the county of York; and for improving the Navigation of the said River Aire, from Weeland, to the River Ouze; and for making a''


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/34

12  'navigable Canal from the said River Aire, at or near Haddlesey, to the River Ouze at the old Brick Garth at Ouzegate End, within the township of Selby, in the said county, and for other Purposes.'  The canal from Haddlesey to Selby, which was shortly afterwards executed, has been highly advantageous, from the great additional facilities afforded to the general trade of the country, as well as by the shortening of the distance to York, Malton, Boroughbridge, Ripon, and other places. In a short time after the passing, and by authority of the above-mentioned act, the following improvements took place upon the Aire, viz, a cut near Castleford, to avoid the shoals there, near the mills; a cut, called the Methley Cut; another cut, near Thwaite Mill; a cut, called Knostrop Cut; and a cut, called Leeds Cut. The canal from Haddlesey to Selby was opened for vessels to pass, on the 29th of April, 1778; and all the cuts mentioned above, together with a new set of locks throughout the navigation, (except Haddlesey Old Lock), were completed by the year 1785. This work, and other improvements, entailed a debt upon the concern of above £70,000.

Since the year 1800, very considerable sums of money have been expended in building additional locks, of larger dimensions than the former ones, so as to admit vessels carrying eighty tons to navigate these rivers; and within the last ten years, a serious expenditure has been incurred by the undertakers, in the purchase of premises at Leeds, in forming a new dock, extending the wharfage room, and in erecting most spacious warehouses, highly advantageous to the trade of Leeds. On the Calder, in the same time, Kirkthorpe-Dam has been rebuilt in the most complete and substantial manner.

The tolls on this navigation were very materially reduced by the second act, viz, from ten shillings per ton in summer, and sixteen shillings per ton in winter, on all articles, for the whole line, to the following rates:—


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/35

Rh

The length of the canal, from Haddlesey to Selby, is about five miles, and is level, there being one lock only, at the extremity, into the tideway of the River Ouse, at Selby. The distance from Leeds, by this line of canal, to the Ouse, at Selby, is about thirty miles and a half, on which there are ten locks, and from Wakefield to SÃ©lby, the distance is thirty-one miles and a half, on which there are eight locks. The length of an old lock is from 58 to 60 feet, and the width from 14 feet 6 inches to 15 feet, but adjoining to these, are new locks 18 feet wide. The depth of water admits of vessels drawing 5 feet 6 inches: and the improvements, now in execution, will enable vessels of one hundred tons burthen to navigate these rivers.

In the year 1817, and again in 1818, a project was brought forward by a few landholders in that district, for making a canal from Knottingley, down the valley of the Went, to fall into the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/36

14 River Don, a little above New Bridge; and for extending a branch from the same at Norton, to Doncaster, which threatened serious injury to the trade upon the lower part of the Aire and Calder Navigation: but the hopes of the projectors were totally annihilated, by the undertakers of the Aire and Calder Navigation applying, in the year 1819, to parliament, for an act, to enable them to cut a canal from Knottingley to Goole, (now called the Goole Canal), but in consequence of the king's death, it was not obtained till the middle of June, 1820, as appears from its title,  'An Act to enable the Undertakers of the Navigation of the Rivers Aire and Calder in the West Riding of the county of York, to make a navigable Cut or Canal from and out of the said Navigation at Knottingley, to communicate with the River Ouze, near Goole, with two collateral Branches, all in the said Riding, and to amend the Acts relating to the said Navigation.'  This canal, projected by that eminent engineer, the late Mr. Rennie, and surveyed, laid down, and executed, by Mr. G. Leather, was opened in July, 1826. At first it commenced at the Knottingley Cut, but was subsequently extended to Ferrybridge, from which town it passes through Knottingley, crossing the high road to Snaith, no less than three times in the short distance of three quarters of a mile. It is carried across the road in a very oblique direction, and some of the bridges exhibit that novel style of architecture (designed by Mr. G. Leather, the undertakers' engineer), popularly termed a skew-bridge. From the canal, at the end of the village of Knottingley, there is a short branch-cut to Bank Dole, with a lock of 6½ feet fall into the river. The canal here takes a south easterly direction, passing Egborough and Heck, (at which place, the Heck and Wentbridge Railway communicates with it), and runs to the south of Snaith, near a place called New Bridge; thence running parallel to the River Dun, or Dutch River, until it reaches its termination at Goole, where it falls into the tideway of the River Ouse.

All the works of this canal (the principal part of which have been executed by Jolliffe and Banks, under the direction of the company's engineer, Mr. G. Leather), are admirably executed; equalled by few and excelled by none in the kingdom.

The original estimate made by Mr. Rennie, for this line of


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/37

Rh navigation, amounted to £137,000, but a far greater sum has already been expended; yet the works are not fully completed. The length of the canal from Ferrybridge to Goole is about eighteen miles and a half; the fall to low-water-mark at Goole is 28¾ feet; its width is 60 feet at top, and 40 feet at bottom; the depth is 7 feet, and the locks 70 feet long by 19 feet wide. Goole was, when this work commenced, an obscure hamlet, containing only a few houses; but in the short period of four years, by the erection of extensive buildings, and the nature of the works, connected with the circumstance of its being admitted to all the privileges of a port of the united kingdom, it has grown into a town: it possesses a ship dock 600 feet by 200, and a barge dock of 900 feet by 150. There is also a harbour 250 feet by 200, communicating with the above-mentioned docks, and by two locks with the tideway. These docks are constructed for ships drawing 15 feet water.

The rates of tonnage on the Goole Canal are the same per ton per mile as on the old river navigation; and the accommodations of the port being so little known, from the rapidity with which it has arisen, will be best explained by the following letter: -

CUSTOM HOUSE, LONDON, August 22nd, 1828.

by an act of parliament made and passed in the sixth year of the reign of his present Majesty King George the Fourth, entitled, "An Act for the Warehousing of Goods," it is, amongst other things, enacted, that it shall be lawful for the Commissioners of his Majesty's Customs, subject to the authority and directions of the Commissioners of his Majesty's Treasury, by their order, from time to time, to appoint in what warehouses or places of special security, or of ordinary security, as the case may require, in certain ports in the United Kingdom, and in what different parts or divisions of such warehouses or places, and in what manner any goods, and what sort of goods, may be warehoused and kept and secured without payment of any duty upon the first entry thereof, or for exportation only, in cases wherein the same may be prohibited to be imported for home use; and it is by the same act further enacted, that every order made by the said Commissioners of the Customs, in respect of warehouses of special security, as well those of original appointment, as those of revocation, alteration or addition, shall be published in the London Gazette, for such as shall be appointed in Great Britain; We, the undersigned Commissioners of his Majesty's Customs, in pursuance of the powers so vested in us, have appointed at the PORT OF GOOLE, a warehouse and vaults, on the east side of the Ship Dock belonging to the AIRE AND CALDER NAVIGATION COMPANY, situate in a yard, inclosed on the north, south, and east sides, by a wall of fifteen feet high, and on the west side (being that next to the lock at the said port) by a fence, consisting of a similar wall, for about fifty-seven feet from each side towards the centre, as warehouses of special security, for the deposit of all articles except tobacco and snuff, under the provisions of the said act.

 * By order of the Commissioners,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/38

16 PORT OF GOOLE, 1st September, 1828.

"The undertakers of the Aire and Calder Navigation avail themselves of the promulgation of the above notice, in the London Gazette, to apprize the public, that the port of Goole is thereby placed on a footing of equality with those of London, Dublin, and Liverpool, and of superiority to all others in the United Kingdom, warehouses of special security being to be found in none other: the advantages derivable from bonding merchandize in warehouses of special security, will be best understood by reference to the 6th of George IV. cap. 112, entitled,  'An Act for the Warehousing of Goods,'  the 37th section of which is hereto subjoined."

Act 6. George IV. Sec. 37, Cap. 112.—"And whereas some sorts of Goods are liable in Time to decrease—and some to increase—and some to fluctuation of Quantity—by the effect of the Atmosphere or other natural Causes, and it may be necessary in some cases, that the Duties should not be charged upon the Deficiency arising from such Causes; be it therefore enacted,

 "That it shall be lawful for the said Commissioners of His Majesty's Treasury to make Regulations for ascertaining the Amount of such Decrease or Increase of the Quantity of any particular sort of Goods—and to direct in what Proportion any Abatement of Duty payable under this Act for Deficiencies shall, upon the Exportation of any such Goods, be made, on account of any such Decrease,—Provided always, that if such Goods be lodged in WAREHOUSES declared in the Order of Appointment to be of SPECIAL SECURITY, no Duty shall be charged for any Amount whatever of Deficiency of any such Goods, on the Exportation thereof—Except in Cases where Suspicion shall arise that part of such Goods has been clandestinely conveyed away, nor shall any such Goods (unless they be Wine or Spirits) be measured, counted, weighed or gauged for Exportation, except in such Cases of Suspicion."

"The undertakers have the satisfaction to announce, that their establishments at Goole are now completed: they consist of the warehouse above alluded to, which comprises upwards of seven thousand superficial yards of vaults and floors, for the bonding of every description of goods and merchandize; of another warehouse for the bonding of foreign grain, which comprises upwards of five thousand superficial yards of flooring; of a pond for the reception of timber under bond, capable of receiving upwards of three thousand loads; of a range of deal yards, fourteen in number; together with spacious sheds, and every other accommodation that modern ingenuity could devise, to promote, as has been officially reported by the highest authorities in the kingdom, 'the despatch of business, combined with the most ample security to the revenue and the merchant also.'"


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/39

Rh

"For the warehouses and timber pond, general bonds have been given, whereby a considerable saving of expense, as well as trouble, will accrue to the merchant."

"The undertakers will not now give themselves, or the public, the trouble of entering upon a formal answer to the numerous misstatements that have been made by interested parties."

"It is sufficient to state, that two years have now elapsed since the opening of Goole, and five months since it was declared a port for foreign trade, and during that time no accident has happened to any of the numerous ships or vessels which have been there: every shipowner has manifested the most perfect readiness to repeat his engagement with Goole, and the trade there is daily increasing."

"The approbation of the public is the best test of the security and advantages of the port."

"A steam towing boat, called the "Britannia," of fifty horse power, is provided to facilitate the navigation of the Rivers Humber and Ouse: her usual station is off the port of Hull, where vessels bound for the port of Goole are boarded by the boats belonging to the officers of the revenue. The master of the "Britannia" is at all times ready to take charge of any vessel bound to Goole."

In consequence of an application to parliament, by the projectors of another line of communication from Wakefield to Ferrybridge, the undertakers of the Aire and Calder called in Mr. Telford, who surveyed the country and made an estimate for shortening and improving the navigation between those two places, and also between Leeds and Castleford; and on the 19th of June, 1828, their projected improvements were sanctioned by an act, entitled,  'An Act to enable the Undertakers of the Navigation of 'the Rivers Aire and Calder, in the West Riding of the county of York, to make certain Cuts and Canals, and to improve the said Navigation'  The estimate for this work, including £135,350, for extending the docks at the port of Goole, exclusive of land there, amounted to £462,420, and parliament granted a power to the undertakers to borrow at interest the sum of £750,000. This work is already in execution, and when completed, the navigation will be some miles shorter, and the depth of water will be sufficient


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/40

18 to admit vessels of one hundred tons burthen up to the towns of Leeds and Wakefield; and will enable vessels from Leeds and Wakefield to reach Goole in eight hours, and from Manchester within forty-five hours; these vessels are expedited by a steam tug. An elegant steam packet runs daily from Castleford to Goole for the conveyance of passengers.

ALFORD, whence this canal takes its name, is a market town on the Lincolnshire coast, five miles in a direct line from the German Ocean, and about equi-distant from Louth and Wainfleet. The canal was designed by Mr. William Tierney Clarke, civil engineer, and the estimated cost of completing it was £36,924, 15s. The act, which received the royal assent on the day quoted above, is entitled,  'An Act for making and constructing a Canal, from the town of Alford, in the county of Lincoln, to the Sea, at or near the village of Anderby, in the said county, with a Basin, Harbour, and Pier.'

The canal is 8 feet deep, and is supplied with water from Holywell Spring, and from a drain, or stream, called Boy Grift, from which are feeders communicating with the canal. It enters the sea near the village of Anderby, about a quarter of a mile from low-water-mark; it has a sea-lock, which keeps the surface of the water, in the pool next the sea, 14⅔ feet above low-water at spring tides, which is equal to high-water-mark, neap tides, - the average spring tide being 18½ feet. From the sea-lock, to another rising 7¾ feet, it is level for three miles and a half; thence it is level to the basin of the canal, which terminates half a mile south of Alford, and is rather more than a mile and a half long, making the total length of the canal to low-water-mark six miles and a half.

The subscribers to this canal were incorporated under the name and style of "The Alford Canal Company," and were empowered to raise among themselves a sum, not exceeding £38,000, of which, more than £30,000 was raised before the application to parliament. This sum was divided into seven hundred and sixty shares of £50


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/41

Rh each. The proprietors are further empowered to raise a further sum of £15,000, on mortgage of the canal and tolls, or they may borrow the above sum, or any part of it, on promissory notes, under the common seal; or they may borrow exchequer bills of the commissioners for carrying into execution an act of George III, for authorizing the issue of exchequer bills for carrying on of public works, &c.

The management of this concern is in the hands of twelve of the company, who are chosen annually, five of whom are em powered to act.


text:
Page:U.S. Department of the Interior Annual Report 1873.djvu/86

766 of last year, so that Congress may be duly impressed with their responsibility in case any calamity should occur.

Experience constantly teaches us the manifest injustice of longer delay in reorganizing the Bureau by a system of positive law, definitely fixing duties by creating heads of divisions, and granting a compensation adequate to the responsibilities. This was proposed at the last session of Congress, but action was withheld on the ground that legislation would be had at the long session for a general re-organization of all the bureaus of the Government. It is to be hoped that an act, so necessary to the proper legal appointments of the public service, and reasonable justice to faithful and competent employes, will be considered and enacted at the coming session of Congress.

The operations of the civil service, so far as this Bureau is concerned, have been highly satisfactory. There is an increased demand for accuracy and efficiency in the manner in which the public work is performed. The demand is reasonable, necessary, and I might also add, imperative. The civil-service rules may be regarded as the product in this direction of the just sentiment of the country, and so far as my power extends they shall receive my willing cooperation as the head of the Bureau.

It may not be amiss to say, in this connection, that one of the great practical effects of the enforcement of these rules has been the marked cessation of importunate applications tor position. On assuming the duties of the office of Commissioner of Pensions, fully one-fourth of the hours of official business was consumed by questions arising out of the matter of appointments and removals, and that generally, too, from source which could not be disregarded. This embarrassment-and it was a most serious one-has disappeared, and my time can be freely given to more legitimate duties, to the great advantage of the public service.

It may also be added that the sentiment prevails among the many good men we have in the Bureau, that it is safer to maintain their position by reason of capacity and fidelity than to be at the mercy of political friends. And it is also apparent that, as these rules have become an established fact, they work out a certain logical result by inspiring the clerical force with the idea that their retention in office is now entirely dependent upon themselves, and they apply themselves with more care and fidelity to the performance of duty.

If Congress would go a step further, and provide adequate compensation for those who are charged with grave responsibilities, the movement for civil-service reform would be far more complete.

Very respectfully, your obedient servant, , Commissioner. Hon., Secretary of the Interior.

Census Office, Washington, D. C., November 15, 1873.
 * In compliance with the requirements of law, I have the honor to report the operations of this Office during the year just closed.

In the last annual report it was stated that all the statistical tables which it was proposed to embrace in the publications of the Ninth Census had then been completed. No small amount of labor, however, still remained to be done during the progress of these tables through the press. It has been the uniform rule of the Office that every page of figures should be added and proved in type, independently of pre-