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 Manchester to Leigh, at the south end of the town of Leigh, being a distance of six miles, seven furlongs and twenty-one poles, and with a lockage down to the Duke's Canal of 15 feet 2 inches, by two locks. At the road leading from Ashton to Platt Bridge, the side cut or railway branches off nearly north for about a mile in length. By this branch another communication by water is made between Liverpool and Manchester; it also affords the first communication which had ever been made to connect Kendal, Lancaster and Preston, with Manchester, Rochdale and other trading towns in that part of the country. In the execution of this branch, which was completed by the end of the year 1821, above £50,000 was expended. The tonnage rates are the same as upon the main line of the Leeds and Liverpool Canal, excepting the side cut or railway, which shall not exceed 4d. per ton for any article what ever; and the fractions of tons and miles to be reckoned as on the Leeds and Liverpool Main Line; but the devisees of the late Duke of Bridgewater have authority by this act to charge and receive for articles passing into or out of the said Leigh Branch, as under.

TONNAGE RATES.
Fractions of a Quarter of a Ton to be paid for as a Quarter of a Ton.

These Rates shall exempt the above-named Articles from any Charge at the Castlefleld Lock, situate upon the Rochdale Canal in the Town of Manchester.

The reservation clause in the Leeds and Liverpool Canal Acts, and in those for making the River Douglas navigable, which restrained any boat or vessel from passing locks, without tonnage was paid for a burthen of twenty tons, is by this act repealed; and in lieu thereof, it is enacted, that empty boats or vessels shall each pay at the first lock they shall arrive at, the sum of five shillings only; provided also, that every empty boat or vessel passing through or returning out of the summit level upon the line of the Leeds and Liverpool Canal, either through the Greenberfield Lock on the Yorkshire side, or through the Barrowford Lock on the Lancashire side of the said summit level, shall pay a further sum of five shillings.

By this act for making the Leigh Branch the company obtained power to raise £50,000, either by admission of new subscribers, or


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 by contributing amongst themselves in such manner as they may direct, or by mortgage of the navigations, cuts and works, conformably to any order of a general assembly of the said proprietors, where there shall be present, as principals or proxies, the holders of not less than twelve hundred shares in the said navigation. It may be observed, that when the first parts of the canal opened for business, the interest ceased on the money advanced for calls, which was made stock, thereby causing an original share to amount, on the 1st of January, 1779, to £139, 8s. 9d.

Upon inspection of the map, it will appear that this canal connects the Irish Sea with the German Ocean, and the great ports of Liverpool and Hull, by which a cheap and ready transit is afforded to the Foreign Trade to and from the Baltic, Holland, Hanseatic Towns, the Netherlands, France and Germany; also with Ireland, the West Indies and America. Besides, the public are greatly benefited by the ease with which the interior trade is carried from Leeds and the West Riding into the manufacturing districts of Lancashire and to Liverpool, and vice versa. Moreover, upon the banks of this canal are found immense quantities of stone for paving and building, limestone for repairs of roads and for burning into lime for manure; inexhaustible beds of coal, which not only supply the neighbouring districts, but furnish an abundance for exportation at Liverpool; in short no part of the kingdom is more benefited by a public work of this kind than the country, through which the Leeds and Liverpool Canal passes.

LEEDS AND SELBY RAILWAY.
11 George IV, Cap. 59, Royal Assent 29th May, 1830.

THIS railway commences from the east side of Marsh Lane, in Leeds, and immediately enters a tunnel, eight hundred yards in length, to be made through a hill the apex of which is 72 feet above the base of the railway. Its course is eastwardly, approaching the Waterloo Colliery, and passing the Osmanthorp Colliery to Halton Dial; thence by Cross Gates, the villages of Moor Garforth and Church Garforth, Newthorp and South Milford; and thence in nearly a straight line to the town of Selby, where it

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 terminates at the banks of the Ouse, about two hundred and forty yards south of the bridge, and about three hundred and thirty north of the place where the Selby Canal locks down into that river.

Its total length is nineteen miles and seven furlongs. Its commencement is at a point 38 feet 8 inches above the level of the surface water of the River Aire at Far Bank Ferry, from whence there is a gradual rise of 63 feet 4 inches in the first length of two miles, two furlongs and six chains; and in the next two miles, one furlong and nine chains there is a further rise of 76 feet; thence to its greatest elevation at the seven mile point, it is nearly level, there being in this length a rise of only 7 feet 6 inches.

From thence the railway descends, in one regular plane, 232 feet in a distance of six miles, four furlongs and six chains; and in the remainder of the railway there is a further descent of 10 feet only, although it is six miles, two furlongs and four chains to its termination.

When this railway was first projected, Mr. Stephenson was employed to lay out the line; but previous to an application to parliament, James Walker, Esq. F.R.S. L.&E. was consulted, who designed the present course, and estimated its cost at £200,000, and of this sum £177,000 was subscribed at the time the bill was brought into parliament, though it is required that the whole sum shall be subscribed before any of the provisions of the act are put in execution.

The act received the royal sanction on the 29th May, 1830, and is entitled, 'An Act for making a Railway from the town of Leeds to the River Ouse, within the parish of Selby, in the West Riding of the county of York.' The act was obtained by a company consisting of one hundred and five persons, amongst whom we find the Earl of Mexborough, Lord Reay and the Honorable E. R. Petre, who were incorporated by the name of "The Leeds and Selby Railway Company," with power to raise amongst themselves the sum of £210,000, in two thousand one hundred shares of £100 each; and should not this prove sufficient, they may borrow, on mortgage of the undertaking, the further sum of £90,0O0.


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TONNAGE RATES.
Where the Rates do not amount to Sixpence per Ton, by reason of passing a short Distance only, the Proprietors have authority to demand it.

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

COMPANY'S CHARGE FOR CARRYING UPON THE RAILWAY, INCLUDING TONNAGE AND TOLLS.
And for any Distance short of the whole Length of the Railway, a rateable Proportion of such several Sums, according to the Distance.

For Persons, Cattle and other Animals, such reasonable Charge as shall from Time to Time he determined by the Company.

For the Carriage of small Parcels not exceeding Five Hundred Pounds Weight, the Company have power to fix the Charge at any general Meeting.

For aseertaining the Weight of Tonnage, One Hundred and Twelve Pounds is deemed a Hundred Weight, and Twenty Hundred Weight a Ton; Fourteen Cubic Feet of Stone, Forty Cubic Feet of Oak, Mahogany, Beech and Ash, and Fifty Cubic Feet of all other Timber, shall be deemed a Ton Weight.


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The act allows five years for the completion of the railway, and if not then made, the powers of the act are to cease, except as to such part as may have been executed.

The proposed object of this railway is to facilitate the transit of merchandize in general, by opening a more expeditious line of conveyance between Leeds and the port of Hull, and vice versa.

LEICESTER NAVIGATION.
31 George III. Cap. 65, Royal Assent 13th May, 1791.

37 George III. Cap. 51, Royal Assent 3rd May, 1797.

THE first parliamentary sanction of this useful work was obtained in 1791, under tile title of 'An Act for making and maintaining a navigable Communication between the Loughborough Canal and the town of Leicester, and for making and maintaining a Communication by Railways or Stone Roads, and Water Levels, from several Places and Mines to the said Loughborough Canal, and for continuing the same, by passing along the said Canal, to the said Navigation, commencing all in the county of Leicester.' By this act the proprietors, who are incorporated as "The Company of Proprietors of the Leicester Navigation," have authority to make a navigable canal, from the basin of the Loughborough Canal on the north of the town of that name to the River Soar at Quorndon Village; from this point they are empowered to make the Rivers Soar and Wreak navigable, and to cut such branches and deviations therefrom as may render the water communication, between Loughborough and Leicester, most convenient. The canal and improvements have consequently been made, and the navigation is complete, uniting, as before-mentioned, with the Loughborough Canal at that town, and joining the Soar at the West Bridge in Leicester. There are other branches, railroads and water levels connected with the work, which will be mentioned below. For executing the powers invested in them, the proprietors were authorized to raise the sum of £46,000 in shares, and an additional sum of £20,000 should the former prove insufficient. For paying interest and other current expenses they were also empowered to collect the following rates.


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Rh

TONNAGE RATES.
For all Lime, Lime-stone, Stones for Building and Materials for making or repairing Roads, Half the above Tolls.

The tolls may be lowered, if circumstances permit, and in that case such goods as pass along this line to the Melton Mowbray Navigation or Branch, which will be noticed in its place, are not to pay more than half the regulated tolls.

The proprietors having not only expended the sums directed to be raised under this act, but also contracted a debt of £14,000 without completing the work; they made another application to parliament and obtained a second act in 1797, entitled, 'An Act for enabling the Company of Proprietors of the Leicester Navigation to finish and complete their several Works, and to discharge the Debts contracted in the making thereof, and for amending an Act passed in the Thirty-first of his present Majesty,for making the said Navigation, and several other Works, in such Act mentioned.' By this second act they are enabled to raise a further sum of £18,000, by an additional call on the shareholders, or by mortgage or annuities as may seem best; and as it appears that some of the proprietors had voluntarily advanced £5 per share for the purpose of making a reservoir on Charnwood Forest, it is provided by this act that such advance shall be accounted as part of their calls for raising the additional sum of £18,000; and if it should be deemed expedient not to call for an advance on the original shares, but to borrow the £18,000, then the £5 per share advanced by the proprietors as above shall be repaid them. The company are also to collect the following


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When this Company shall receive what will produce a Nett Income of £5 per Cent. per Annum, then the additional Rates are to be taken off Coals which pass on the Leicestershire and Northamptonshire Union Canal beyond Ayleston Mill. Coals passing through the Oakham Canal are also exempt from the additional Tolls.

The Proprietors of this Navigation are directed to guarantee £2,000 per Annum to the Loughborough Canal Company, on Condition of their taking any Sum not more than One Shilling and Sixpence, nor less than Ten-pence per Ton on Coals passing from Loughborough to the Trent.

The Leicester Canal or Navigation commences, as we have before stated, at the basin of the Loughborough Canal on the north side of that town, at an elevation of 125 feet above the sea; passing the town it proceeds in a south-west direction to near Barlow-upon-Soar, leaving Beaumanor Park on the west, and falling into the Soar at Quorndon. Here the River Soar becomes navigable and continues so to its junction with the Wreak River near Wanley Hall; the united rivers being navigable to Turnwater Meadow. In this meadow the navigation is joined by the Leicester and Melton Mowbray Navigation, of which we shall have to speak below; here also a cut is made across the meadows to avoid the shallows, and passing through the parishes of Syston, Barkley and Thurmanston, and leaving Wanlip Hall and Birstal Hall on the east and Beaumont Lees on the west, it terminates at Leicester in the Soar, thus communicating with the Leicestershire and Northamptonshire Union CanaL

From the basin at the Loughborough end of the line there is a railway two miles and a half long, with 185 feet rise to a basin at Forest Lane, at the east end of the Charnwood Forest Water Level. This level extends to Barrow Hill, a distance of nearly nine miles, having a side cut of a quarter of a mile long to Thringstone Bridge. At the west end of the Great Level there is a railway to the Clouds Hill Lime Works, effecting by these means a communication with the Ashby-de-la-Zouch Canal; here also is a railroad to the Barrow Hill Lime Works; the Thringstone Branch also extends a mile and a half to Coal Orton, and by a diversion of half a mile to Swannington Common Coal Works.

From Loughborough to its junction with the Leicester and Melton Mowbray Navigation, this navigation is level for three miles, and from that point, to its termination in the Leicestershire and Northamptonshire Union Canal, the distance is eleven miles, with a rise of 45 feet.


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At Leicester there is a basin, and on Charnwood Forest a reservoir for supplying the water-level with a feeder for the same, to which water-level the company are empowered to make railways from coal works two thousand yards distant therefrom; and since the commencement of the Ashby Canal, this company has had power to charge a toll of 2s. 6d. per ton on all coals dug in Swannington, Coal Orton or Thringstone, if carried through Blackfordby or the last named canal.

This navigation was laid down by Mr. William Jessop, and in December, 1793, the line from Loughborough to near Mount Sorrel was opened, the remainder not being completed till February of the succeeding year.

The work is of considerable utility, affording an easy transit for the coal, limestone and granite of its neighbourhood, and supplying Leicester and other places on its line with timber, deals and various articles of home consumption.

LEICESTER AND MELTON MOWBRAY NAVIGATION.
(SEE [[/Wreak and Eye Navigation|WREAK AND EYE NAVIGATION].)

LEICESTERSHIRE AND NORTHAMPTONSHIRE UNION CANAL.
33 George III. Cap. 98, Royal Assent 30th April, 1793.

45 George III. Cap. 71, Royal Assent 27th June, 1805.

WE have mentioned in the preceding article, that the Leicester Navigation communicates with the present work at or near the West Bridge in the town of Leicester, and we have now to describe the extent of this undertaking, and the acts under which it was commenced.

The first enactment, for the formation of the Leicestershire and Northamptonshire Union Canal, obtained the royal assent in April, 1793, under title of 'An Act for making and maintaining a Navigation from the town of Leicester to communicate with the River Nen, in or near the town of Northampton, and also a certain collateral Cut from the said Navigation.' By this act the proprietors were


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 incorporated under the style of " The Company of Proprietors of the Leicestershire and Northamptonshire Union Canal," with powers to make navigable the River Soar, from the West Bridge in the parish of St. Mary, Leicester, to Ayleston Bridge in the county of Leicester, and from thence to make a navigable canal to the parish of Hardingstone in the county of Northampton, to communicate with the River Nen or Northern River, and to proceed along the said river to the town of Northampton, and from that town to make a navigable canal to and into another part of the River Nen, and after crossing the said river to communicate with an intended branch from the Oxford Canal at Braunston, to join the Thames at New Brentford; also to make a collateral cut from the before-named canal in the parish of Lubenham, in Leicestershire, to Market Harborough. For executing these plans the sum of £200,000 was directed to be raised in shares of £100 each; and should this prove insufficient, a further sum of £100,000. With these powers the proprietors commenced the work; but after having rendered the River Soar navigable as far as Ayleston Bridge, and after completing part of the canal from that place, they found that great advantages would be gained by varying the original line of the projected cut to Market Harborough, they therefore applied to parliament for a second act, which was obtained in 1805, under the title of 'An Act to enable the Company of Proprietors of the Leicestershire and Northamptonshire Union Canal, to vary the Line of the said Canal, and to alter and amend the Powers of the Act passed for making the said Canal.'  The second act being obtained, the proprietors continued the execution of their plan as far as Foxton, and the collateral cut to Market Harborough was completed. The remainder of the work was rendered unnecessary by the junction with the Grand Union at Foxton as above-mentioned. By the first act the company had authority to collect the following

TONNAGE RATES.
Materials for Roads, Manure for the use of Proprietors of Land on the Line, Troops, and Government Stores are exempt from all these Rates.


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 This navigation, commencing at the junction with the Leicester Navigation at 175 feet above the level of the sea, proceeds to Ayleston Bridge in the bed of the Soar River, in a south-westerly direction; at Ayleston Bridge the cut commences, and pursues the same course as the river to a short distance beyond Enderby Hall, where the Soar divides into two branches; from this point it runs parallel to the eastern branch as far as Wistow Hall, having that mansion on its western bank and an aqueduct opposite to it on the eastern. From Wistow Hall it runs in a circuitous easterly course of twelve miles and three quarters, with 160 feet rise to the tunnel at Saddington, where it is 295 feet above the level of the sea. Leaving Saddington Tunnel, it proceeds in a sinuous line on the same level to Foxton and Gumley Hall, where it falls into the Grand Union Canal, having completed a line of seventeen miles. At this point also the branch to Market Harborough commences, running at first in an easterly course for about half its length and afterwards to the south, the whole distance being nearly four miles on one level.

There are warehouses and a basin at Gumley, and the tunnel at Saddington is eight hundred and eighty yards in length; this tunnel was completed in 1800, and the line from Leicester to Gumley opened soon after.

The work, which was executed under the management of Mr. John Varley, Sen. and Mr. C. Staveley, Jun. is of great utility in the supply of timber, deals, &c. and the export of the agricultural produce of the district through which it passes.

LEICESTER AND SWANNINGTON RAILWAY.
11 George IV. Cap. 58, Royal Assent 29th May, 1830.

THIS railway commences from that part of the River Soar near West Bridge, in the town of Leicester, called the Leicestershire and Northamptonshire Union Canal, whence it takes a northwardly course by Freaks Grounds, where it enters a tunnel one mile and three quarters in length; thence in a westwardly course, running parallel with and on the south side of the turnpike-road leading


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 from Leicester to Ashby-de-la-Zouch; thence across a small rivulet north of the village of Glenfield, along the western bank of which it pursues its course by the villages of Ratby and Newton-Unthank to Desford, where it again takes a northwardly course by Merry Lees, Thornton and Bagworth; thence by the Birch Tree Inn, on the above-mentioned road, and westward by the Red House to the turnpike-road leading between Hinchley and Melbourne, at the north end of the village of Swannington, where it terminates. It is fifteen miles and three quarters in length, and the various inclinations which are rendered necessary by reason of the irregularities of the ground, over which it is intended to be made, are as follows; from the Leicester end of the railway it ascends 2 feet 10 inches in the distance of five furlongs; in the next six furlongs and one chain it rises 38 feet 9 inches; there is a rise of 5 feet 3 inches only, in one mile, three furlongs and two chains; then a long stretch of four miles, five furlongs and seven chains gradually rising 79 feet, and a further ascent of 57 feet 2 inches in the next distance of one mile, two furlongs and nine chains. From this point the railway gradually ascends 65 feet 7 inches in three quarters of a mile, and 22 feet further in the next one furlong and five chains; then a rapid ascent of 72 feet 3 inches in the short distance of three furlongs and seven chains. It is then level for the space of one furlong and three chains; but in the next seven furlongs and two chains there is a rise of 49 feet; from which point it descends 43 feet in one mile, six furlongs and four chains, and at the foot of this plane is a level course of five furlongs; then a further fall of 28 feet in the next one mile and two furlongs; and at the end of that another level course of two furlongs and one chain. From this point the line descends 133 feet in the short space of two furlongs and seven chains; whence, the remaining portion of the line, viz. one furlong and two chains, is level.

There are four branches from the main line above described, viz, one, in a distance of two furlongs and seven chains, extending eastward from the Freaks Grounds to the River Soar, near the North Bridge, Leicester; another of the same length to the collieries belonging to Lord Viscount Maynard, at Bagworth; and a short distance beyond which there is a third branch of one mile, four furlongs and eight chains in length, extending to Ibstock


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 Collieries; and within three quarters of a mile of Swannington there is a fourth branch, three furlongs and two chains in length, extending westward to Long Lane Colliery.

These proposed works were designed by Mr. Robert Stephenson, who estimated the cost at £75,453, of which sum it appears that £61,950 was subscribed before the application to parliament.

The act authorizing the execution of this railway received the royal assent on the 29th May, 1830, and is entitled, 'An Act for making and maintaining a Railway or Tramroad from the River Soar near the West Bridge, in or near the borough of Leicester, to Swannington, in the county of Leicester, and four Branches therefrom.' The subscribers were by this act incorporated as "The Leicester and Swannington Railway Company," with power to raise amongst themselves the sum of £90,000, in eighteen hundred shares of £50 each; and if this is not sufficient, they may borrow on mortgage the further sum of £20,000; but previous to commencing the works, the amount of the original estimate is to be subscribed.

The distance between the inside edges of the rails to be not less than 4 feet 8 inches; and between the outside edges not more than 5 feet 1 inch.


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TONNAGE RATES CONTINUED.
This last-mentioned Toll upon the Inclined Planes is not to be levied, If the other Rates produce £10,000 per Annum.

TOLL FOR COACHES OR OTHER CARRIAGES,
Fractions to be taken as for a Quarter of a Mile and Quarter of a Ton.

The Company are not compelled to receive less than Sixpence per Ton for short Distances, and have power to regulate and fix the Prices of small Parcels of less than Five Hundred Pounds Weight.

WHARFAGE RATES.
And the like Sum of One Penny and Sixpence per Ton respectively, for every further and subsequent Week such Articles shall remain upon the said Wharfs or Warehouses.

CRANAGE TOLL.
And so progressively advancing Sixpence per Ton.

Lords of manors and others may erect wharfs, and charge the same rates as the company of proprietors. The railway to be completed in five years or the powers to cease.

The object sought by the execution of this railway and branches, is a cheap and expeditious conveyance of the coal, lime and other minerals which abound at the upper portion of the railway, to the town of Leicester, and thence by the canals and navigable rivers with which it will immediately communicate to other districts.


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LEOMINSTER, OR KINGTON AND LEOMINSTER CANAL.
31 Geo. III. C. 69, R. A. 13th May. 1791.

36 Geo. III. Cap. 70, R. A. 26th April, 1796.

43 Geo. III. C. 141, R. A. 11th Aug. 1803.

7 Geo. IV. Cap. 94, R. A. 26th May, 1826.

THE Leominster, or as it has sometimes been called the Kington and Leominster Canal, commences at the town of Kington, 505½ feet above the sea, where it meets the Kington Railway; from that place, pursuing an easterly direction, it passes by the seats of Eywood, Titley, Staunton Park and Shobdon Court to the aqueduct over the River Lugg at Kingsland, from which point it bends towards the south to near the town of Leominster; from Leominster it runs almost due north for a considerable distance past Berrington House, then making a detour to the east, it continues its course in that direction, with many windings, past Tenbury to the aqueduct over the Rea River, and the adjoining tunnel at Sousant; from the tunnel, which is 264½ feet above the level of the sea, it pursues an easterly direction to Stourport, where it unites with the Severn and the Stafford and Worcester Canal, having traversed a distance of forty-six miles. From Kington to Staunton Park it is level for four miles; from Staunton Park to Milton two miles and a half with a fall of 152 feet; from that place to Kingsland Aqueduct three miles and a half with 37 feet fall; from the aqueduct to Leominster four miles and a half with 64 feet fall; in one mile and a half from Leominster there is a rise of 18 feet; the next five miles and a half to Wiston is level; from Wiston to Letwich Brook four miles and a half with a fall of 36 feet; from Letwich Brook to the Rea there is a level of seven miles; from this point to the Sousant Tunnel there is a rise of 35 feet in the length of a mile; from this tunnel to the east end of the Great Pensax Tunnel nine miles and level; from the east end of this tunnel to the junction of the Severn and the Stafford and Worcester Canal, being above three miles, there is a fall of 207 feet. The total length therefore, as above stated, is forty-six miles, and the lockage 544 feet, being 496 feet of fall and 48 of rise. In the line there are two considerable tunnels; the one


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near Sousant is twelve hundred and fifty yards long; the other at Pensax three thousand eight hundred and fifty yards. There are also two collateral cuts near Tenbury for the use of the mills there.

The first act obtained for the formation of this canal, was passed in the year 1791, under the title of 'An Act for making and maintaining a navigable Canal from Kington in the county of Hereford, by or through Leominster, to join the River Severn near Stourport Bridge, in the county of Worcester.' By this act the proprietors are incorporated as "The Company of Proprietors of the Leominster Canal Navigation," and are empowered to raise the sum of £150,000, in shares of £100 each, with the option of obtaining £40,000 more if needful. They are also authorized to demand the following

TONNAGE RATES.
Slack Coal for the Purpose of burning Lime for Manure is to be charged only Half the usual Rates, and the Proprietors have authority to lower the Rates, when able so to do.

By this act power was given for taking supplies of water from springs, &c. within two thousand yards of the line; there was also a power of constructing inclined planes instead of locks upon some parts.

In less than five years after the passing of the first act, this company obtained another, entitled, 'An Act to enable the Company of Proprietors of the Leominster Canal Navigation to finish and complete the same.' By this act the proprietors are authorized


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 to raise a further sum of £180,000 by new shares of the same value as those created under the former act; or if the proprietors think it more advisable, they may borrow the said sum on mortgage of the canal and rates.

The means of increasing their funds, thus afforded, did not prove effectual, and accordingly in 1803, a third act was obtained under the title of 'An Act for enabling the Company of Proprietors of the Leominster Canal to raise Money to discharge their Debts, and to complete the Canal, and for explaining and amending the Acts for making and maintaining the said Canal, and for granting to the said Company further and other Powers.'  From this act it appears that only £68,582 had been raised under the last, and that sundry new debts had been incurred in the prosecution of the work, amounting to £25,000 and upwards, and that the canal was still unfinished; the proprietors of the new shares already subscribed and paid for, are therefore protected from any disadvantage which might happen from their being liable to additional calls, by reducing the number of shares to the same number as the holders of the present shares, viz, six hundred and eighty-six, and the said six hundred and eighty-six share holders are hereby declared to be the company. The company are empowered, over and above the tolls granted by the first act, to demand the following

TONNAGE RATE.
They have also authority to make a railway from the canal at or near Stockton in the county of Worcester, to the basin at or near Stourport Bridge in the same county; and also one from Milton Cross to the town of Kington. And certain commissioners are appointed to superintend the works from Sousant Tunnel to the Severn, By this act also the proprietors have authority to raise by additional calls £50,000, and by mortgage, if necessary, £30,000; and the select committee may, if requisite, raise a still further sum of £10,000 by mortgage as aforesaid. All debts now due are to be secured by bonds payable with interest in five years.


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Notwithstanding all these additional means of raising money, the funds still proved inadequate to the completion of the work, and the aid of parliament was again applied for in 1826, this application was answered by an act, entitled, 'An Act to enable the Company of Proprietors of the Leominster Canal to raise further Sums of Money to discharge their Debts, and to complete the Canal, and for amending the Acts for making and maintaining the said Canal, and for granting to the said Company further and other Powers.' By this act the proprietors may raise £60,000 by creating six hundred new shares of £100 each, such sum to be applied to the liquidation of debts already incurred. This and one or two clauses relating to the election of committees, and the compensation to be made for lands, &c. taken for the use of the company, comprize the substance of the act last obtained.

Mr. Thomas Dadford, Jun. was the engineer, under whose able superintendence the work has been put into execution. The tunnel at Sousant was finished in 1796, and in November of the same year twenty miles of the canal, from Leominster to Mamble Coal Works, were opened; the consequence of which was an immediate reduction of the price of coal from 1s. 6d. to 9d. per cwt. In 1797 the entrance into the canal from the Severn was opened and the work has gone on progressively since that time.

The design for which it was projected was the transit of stone, lime and iron-ore, and the agricultural produce of the country on its line to London, Liverpool, Hull and Bristol, and also the supply of Leominster and its vicinity with coal and coke. These purposes, it is hardly necessary to state, have been fully answered.

LEVEN CANAL.
41 George III. Cap. 32, Royal Assent 21st May, 1801.

45 George III. Cap. 43, Royal Assent 5th June, 1805.

THIS canal which is little more than three miles in length, was undertaken, at the sole charge of Mrs. Charlotte Bethell, of Rise, for the purpose of opening a Communication between Leven and the port of Kingston-upon-Hull, and of thus affording an easier conveyance for goods and agricultural produce. Its direction is


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 due west from the village of Leven to the Hull River Navigation near Ayke Beck Mouth, and the expense of making it, as estimated by Mr. William Jessop, was £4,041. Mrs. Bethell also consulted Mr. Rennie and Mr. Creassy as to the practicability of the undertaking.

An act for its execution was obtained in 1801, entitled, 'An Act for enabling Charlotte Bethell, Widow, to make and maintain a navigable Canal from the River Hull, at a point in the parish of Leven, near the Boundary between Eske and Leven Carrs, in the East Riding of the county of York, to Leven Bridge in the said Riding.'  By this act Mrs. Bethell was authorized to demand the following

TONNAGE RATES.
The proprietor is also empowered to erect wharfs and quays, and to charge a wharfage rate for all goods left thereon above twenty-four hours; such rate to be determined between the parties.

The cost of this canal appears to have exceeded the estimate, for in 1805 Mrs. Bethell obtained a second act, entitled, 'An Act for altering and amending an Act passed in the Forty-first of his present Majesty for enabling Charlotte Betlhell, Widow, to make and maintain a navigable Canal from the River Hull to Leven Bridge, in the East Riding of the county of York;' whereby, in consideration of the great expense she had incurred in completing the same, she is empowered to receive the following additional tolls as


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The work as far as it extends is useful, and answers the design for which it was projected, by supplying lime and manure, and conveying of corn and other produce of the land to Hull, Beverley, and other places.

LEWES NAVIGATION.
(SEE OUZE RIVER, SUSSEX.)

LIDBROOK AND LYDNEY RAILWAY.
(SEE SEVERN AND WYE RAILWAY.)

LISKEARD AND LOOE CANAL.
6 George IV. Cap. 163, Royal Assent 22nd June, 1825.

THE Liskeard and Looe Canal commences 'at Tarras Pill, and proceeds from thence in a northerly direction to the parish of Liskeard, terminating at Moorswater, 156 feet above the level of the sea. The distance which it passes over is five miles and seven furlongs, and in its course there are twenty-five locks. The estimated cost of completing the works, as made by Mr. John Edgecumbe, was £12,577, 6s. There is a short branch of about a mile in length to Sand Place.

An act for executing this canal was obtained in 1825, under the title of 'An Act for making and maintaining a navigable Canal from Tarras Pill, in the parish of Duloe, in the county of Cornwall, to or near Moorswater, in the parish of Liskeard, in the said county, and for making several Roads to communicate therewith.' By this act the proprietors are incorporated as "The Liskeard and Looe Union Canal Company," and have power to cut the canal, roads and other works connected therewith, to take water from the River Looe and Crylla Rivulet, and to use part of the latter as a feeder, under certain restrictions; and that no injury may be done to the navigation of the Fowey, of which river the Crylla is a tributary stream, two engineers are to be appointed, one by the company, the other by the Mayor and Corporation of Lostwithiel, to inspect the same. The company are also


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 to make rollers and inclined planes, and to dig the canal 4 feet deep, with a width of 14 feet at the bottom and 26 feet at the surface. For accomplishing these purposes, the act directs a sum of £13,000 to be raised in shares of £25 each; and in case that sum should prove insufficient, the company may raise £10,000 in addition, by mortgage. For paying interest and contingent expenses the following are to be received as

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

Fractions of a Mile as the Quarters, and of a Quarter as a Quarter.

Lords of manors and others may erect wharfs and warehouses on the line, having first obtained the company's consent. And should the work not be completed in five years from the date of the act, the powers thereof are to cease.

This canal was projected for the purpose of facilitating the transport of coals, timber, stone, minerals and other products of the mines and lands on its line and in the vicinity, and of various composts and manure for the use of the farmer, and it fully answers the intention of the projectors.

LIVERPOOL AND MANCHESTER RAILWAY.
7 Geo. IV. C. 49, R. A. 5th May, 1826.

7 & 8 Geo. IV. C. 21, R. A. 12th April, 1827.

9 Geo. IV. 0. 7, R. A. 26th Mar. 1828.

10 Geo. IV. C. 35, R. A. 14th May, 1829.

AFTER various disappointments, and at above £30,000 expenditure, this company succeeded in their application to parliament,


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 and obtained an act in the year 1826, under the title of 'An Act for making and maintaining a Railway or Tramroad from the town of Liverpool to the town of Manchester, with certain Branches therefrom, all in the county of Lancaster.' By this act, obtained for constructing this magnificent work, certain subscribers were incorporated as "The Liverpool and Manchester Railway Company," with powers to make and maintain a railway or tramroad with collateral branches, commencing on the east side of Wapping in the town of Liverpool, and passing through the several parishes of Liverpool, Walton, Childwall, Huyton, Prescot, Winwick, Warrington, Leigh, Eccles and Manchester, in the county palatine of Lancaster; and extending to or passing through the townships of Liverpool, West Derby, Wavertree, Much Woolton, Thingwall, Roby, &c. &c. to Salford and Manchester, terminating near the south-west side of the New Bailey Prison in Salford, in the parish of Manchester, near the New Bailey Bridge over the Irwell. The branches mentioned in the act are one from certain closes called the Ridings, in the parish of Prescot, running northwardly to Whiston Potteries; the other running southwardly from the same place and terminating in the Lower Houghton Hays in Whiston aforesaid. The proprietors have power also to make inclined planes on any part of the work; they are likewise directed to make that part of the line, which shall be in the town of Liverpool by means of a tunnel under the same, in a direction laid down on the original plan, subject to the inspection and approval of the corporation surveyor, and to purchase houses undermined, if the owners require it. Locomotive engines are not to be used in the town, nor are steam engines to be set on certain lands therein specified. Not more than twenty-two yards in breadth to be taken, except in certain cases.

For completing the work the company are authorized to raise £510,000, in shares of £100 each, of which the Marquis of Stafford shall hold one thousand, and which shall be subscribed for before the work commences; and should that sum prove insufficient, they may raise £127,500 additional, on mortgage of the works.

Before any dividends out of the profits are declared, the proprietors are to invest one-tenth part of such profits in government


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Rh securities as a fund to be used in future, instead of making additional calls; and when such fund shall amount to £100,000, then the whole of the profits shall be divided, and until the fund shall amount to the said sum of £100,000, the dividends on the reserved fund shall be added thereto; but when by these means the £100,000 is made up, then the nett profits of the work and the dividends on the fund shall both be divided amongst the subscribers. When the annual dividends on shares amount to £10 per share, the company are bound to lower their tonnage rates £5 per cent. and when the profits do not amount to £10 per share per annum, then the deficiency shall be made up from the reserved fund. The following are to be taken as

TONNAGE RATES.
Where the Amount of Tolls from shortness of Distance do not amount to One Shilling per Ton, the Proprietors are empowered to demand that Sum.

Chaises, Gigs, Coaches and Passengers and Cattle, may pass on the Railroads on paying

Fractions of a Ton and of a Mile to be reckoned as the Quarters in that Fraction, and of a Quarter as a Quarter.

The proprietors may carry goods, &c. of all descriptions upon the said railroad, and charge for the same, including the before mentioned rates, the following


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CARRIAGE RATES CONTINUED.
All shorter Distances in Proportion.

For all Persons, Cattle and other Animals, such Rates as the Company may decide upon.

The Company are not, however, compelled to receive less than Two Shillings per Ton, for short Distances; they may also fix the Rates for Parcels not exceeding Five Hundred Weight, and may from time to time vary and repeal the said Rates.

This act, which is very long, comprising not less than two hundred clauses, contains nothing more of interest to general readers, the parts not mentioned being for the protection of private individuals.

In 1827 another act was obtained under the designation of 'An Act for amending and enlarging the Powers and Provisions of an Act, relating to the Liverpool and Manchester Railway;' by which the former act was amended and enlarged, and leave was given to the company to borrow £100,000 of the Exchequer Bill Commissioners, or of other persons; and it is provided that subscribers who do not pay their calls at the appointed time, shall pay interest on the sums due; it is also provided that the subscribers shall receive interest at five per cent, upon the amount of their subscriptions, besides the £10 per share dividend, without making any deduction from their maximum tonnage rates.

Another act was obtained in 1828, having for title, 'An Act to enable the Company of Proprietors of the Liverpool and Manchester Railway to alter the Line of the said Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating thereto.' By this act alterations were made in the line of the railway originally laid down; one of the deviations is in the township of Sutton; another alteration from a field in that township to a field in Burtonwood; another in the townships of Newton and Culcheth; and the same was now directed to be made according to an amended plan, the details of which it is unnecessary to enter into.

However, the company still found that their line might be improved, for in the following year a fourth act was passed, as 'An Act for enabling the Liverpool and Manchester Railway


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  'Company to make an Alteration in the Line of the said Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating thereto.'

By this act the line was varied again, so as to pass from Oldfield Road across Ordsall Lane and the River Irwell to Water Street, instead of passing over the Bolton, Bury and Manchester Canal to Irwell Street, near the New Bailey Prison; and the proprietors were authorized to build bridges over the Irwell and Water Street in Manchester. The estimate for this part of the line, abandoned for the one substituted by this act, was £11,802, of which £10,216, 16s. was for land purchased. Mr. George Stevenson calculated the expenses of the present line to be £10,229, l0s. in which sum £500 is considered as two years' rent of the land on the line, which, being already contracted for at an annual chief rent, would not be paid for in a gross sum; and the cost of building the bridges at £9,000, leaving together a balance of £729, 10s. for contingent costs. In the former part of this description of the Liverpool and Manchester Railway, we have quoted the carriage rates which the company are empowered to take.

In making the estimates of the cost of this work, no contemplation was had of the expense of forming an establishment for the carriage of goods; by this act, therefore, it is provided that a fund of £127,500 shall be raised for that purpose, in shares of £25 each, either amongst themselves or by the admission of new members. The accounts of this department are to be kept separate, and separate dividends are to be made in respect thereof. The raising of this fund is not to prejudice the power of borrowing money for completing the railroad, granted by the first act. The length of the deviated line, as stated by Mr. G. Stevenson, and Mr. Joseph Lock his assistant, according to the plan adopted by the act of 1828, is eleven miles and nine hundred and seventy yards, and the estimate of the deviation £167,009, 4s. 4d.

The whole length of the railway, including the tunnel under Liverpool, is thirty miles and three quarters, in which distance there are three inclined planes, viz, at Sutton, Rainhill and the tunnel at Liverpool. The rise at the tunnel is 110 feet in one thousand nine hundred and seventy yards; the next one thousand yards is level; then in five miles and one furlong, there is a fall of


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 24 feet 7 inches; then in one mile and a half up the Rainhill Inclined Plane, there is a rise of 82½ feet; and from Rainhill to Sutton, a distance of one mile and seven furlongs, is level; then a fall of 82½ feet in one mile and a half; in the next two miles and a half there is a fall of 5 feet; and in the following six miles and a half there is a fall of 37 feet; this is the lowest point on the railway; from whence, in the next five miles and a half, is a rise of 21 feet 1½ inches; the last four miles and a half to Manchester, are level. Adjoining the great tunnel at Liverpool there is also constructed another short one, for the accommodation of carriages taking passengers. Mr. George Stevenson has been the engineer to this undertaking, under whose superintendence the work has been ably conducted; Messrs. G. and J. Rennie were also called in upon particular occasions by the promoters of the undertaking.

The utility of the work cannot yet be fairly estimated; but if it should answer the high expectations now entertained, it will be one of the most lucrative concerns in the kingdom, and of the utmost importance to the great trading towns of Liverpool and Manchester, as well as to the district of country through which it passes.

LIVERPOOL DOCKS AND HARBOUR.
8 Anne, C. 12, R. A. - - - - - 1710.

3 Geo. I. C. 1, R. A. - - - - - 1716.

11 Geo. II. C. 32, R A. - - - - - 1737.

2 Geo. III. C. 86, R. A. - - - - - 1762.

25 Geo. III. C. 15, R. A. - - - - - 1785.

39 Geo. III. C. 59, R. A. 21st June, 1799.

51 Geo. III. C. 143, R. A. 10th June, 1811.

59 Geo. III. C. 30, R. A. 19th May, 1819.

6 Geo. IV. C. 187, R. A. 27th June, 1825.

9 Geo. IV. C. 114, R. A. 27th June, 1828.

THE acts for improving the port of Liverpool and for completing and maintaining the docks, quays, basins, works and buildings erected and made there, are of too general a nature to be stated at large in these pages, particularly as they do not form an essential part of a work exclusively on inland navigation. It may therefore suffice to remark, that trustees for the management of these works are incorporated under the title of "The Trustees of the Liverpool Docks," and have powers to purchase land, enlarge such docks as are necessary, to make others with their accompanying buildings, and to raise monies for the execution of the trusts confided to them. To enter more particularly into the precise terms of these acts and the sums of money each directs to


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 be raised, would not be of general interest; the works are executed with due regard to the trade and interests of that flourishing town, and the whole are of the most magnificent description. The harbour here, as may be seen from the map, is entirely artificial, being formed within the town and communicating with the river. Few ports in Europe can vie with these works, or with the conveniences for loading and unloading of vessels. There are both wet and dry docks, with graving docks and other requisites for repairing vessels. The warehouses are of uncommon size, comprising several stories, with cranes, &c. to each. Government has here a large warehouse for tobacco, and each part of the docks and buildings is eminently adapted to the purpose for which it is designed.

LLANELLY RAILWAY AND DOCK.
9 George IV. Cap. 91, Royal Assent 19th June, 1828.

THIS work was projected for the purpose of conveying the minerals and other productions of the country near its line to the sea, and the dock was for the readier shipment and landing of the exports and imports to be conveyed thereon.

The scheme met with the approbation of parliament in an act, entitled, 'An Act for making and maintaining a Railway or Tramroad from Gelly Gillie Farm, in the parish of Llanelly, in the county of Carmarthen, to Machynis Pool in the same parish and county; and for making and maintaining a Wet Dock at the Termination of the said Railway or Tramroad at Machynis Pool aforeiaid.' By this act the proprietors are incorporated under the style of " The Llanelly Railroad and Dock Company," and have authority to complete the projected railway and dock, the cost of which is estimated at the sum of £14,000, to be raised in shares of £100 each; and in case the said £14 000 should prove to be insufficient for the completion of the works they are empowered to raise, on mortgage or by annuity, a further sum of £6,000. The dock to be so constructed as to be large enough for ships of three hundred tons burthen, with slips, poles, beacons, warpingand


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 mooring buoys, chains and capsterns, and the company are to build wharfs, warehouses and other works necessary for the purposes of the act. The following are to be taken as

DOCK, WHARFAGE, WAREHOUSING AND TONNAGE RATES.
The Rates of small Parcels, not weighing more than Five Hundred Weight, are to be regulated by the Company.

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

All Vessels belonging to his Majesty, or conveying Soldiers, Arms and Baggage, or belonging the Ordnance, Customs, Excise or Post-Office, are exempted from these Rates; as are also Owners of Lands on the Line and their Servants and Cattle.

The length of the railway is two miles and three hundred yards, in which distance there is a rise of 68 feet above high-water-mark; the dock is two hundred yards by fifty-five at the bottom, calculated to hold twenty-one vessels of three hundred tons as mentioned above; the depth is 16 feet below high-water-mark of the highest spring tides, and the flood-gates at the entrance are 36 feet wide. Mr. F. Foster estimated the whole at £11,736, 3s. 4d. including £8,074, l0s. the cost of the dock and other conveniences. The engineer's estimate was subscribed for in equal portions by Messrs. D. T. Shears, J. H. Shears, T. Margrave and W. Ellwood, Jun.

The work is completed and is found useful for the intended objects of its protection.

LLANLLYFIN AND CARNARVON RAILWAY.
(SEE NANTLLE RAILWAY.)


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LLANFIHANGEL RAILWAY.
51 George III. Cap. 123, Royal Assent 25th May, 1811.

THIS railway commences at a level of 447 feet above the sea, on the banks of the Brecknock and Abergavenny Canal, with which it communicates, and proceeds from thence in a circuitous course nearly north-east to its junction with the Grosmont or Lianfihangel Crucorney Railroad at Lianfihangel Crucorney Court, in tile county of Monmouth.

The act for this work was passed in 1811, under the title of 'An Act for making a Railway from the Brecknock and Abergavenny Canal, in the parish of Llanwenarth, to or near to Lianfihangel Crucorney in the county of Monmouth,' whereby the proprietors are incorporated as " The Llanfihangel Railway Company," and empowered to make a railway from the coal wharf of the Brecknock and Abergavenny Canal, in the parish of Llanwenarth, to the village of Llainfihangel Crucorney, in the county of Monmouth, by or near the Cadvor, Penyr Worlod, Lanforst, and Maerdy, across the Usk, by or through the town of Abergavenny and other places, and to make inclined planes on the line. For the purposes of this act it is directed that £20,000 shall be raised in shares of £200 each, and if that sum should prove insufficient, they may obtain an addition of £15,000 by borrowing on mortgage of the work.

TONNAGE AND OTHER RATES.
Parcels under Five Hundred Weight to be paid for according to a Rate fixed by the Proprietors.

Tickets to be delivered by the Collector of Tolls, and no Toll to be paid for the same Horse or other Animal more than once in the Day.


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Lords of manors or the company may erect wharfs and warehouses on the line, for using which they shall charge the following

But if the same shall remain on any Wharf or in any Warehouse for a longer Time than Forty-eight Hours, then the Proprietors may charge, in addition, One Penny per Ton for Wharfage and Three-pence per Ton for Warehousing, for the next Ten Days, and the same Sums respectively for every Day the said Goods shall remain on the Wharfs or in the Warehouses.

There are other clauses, but of no general interest. Mr. William Crossley made the estimate of this railroad in 1810, and stated that a single railroad would cost £13,390, 12s. and a double one £17,862. The length of the road is eleven thousand six hundred and six yards, and the money originally subscribed £15,400.

LONDON AND CAMBRIDGE JUNCTION CANAL.
52 George III. Cap. 141, Royal Assent 9th June, 1812.

54 George III. Cap. 168, Royal Assent 20th June, 1814.

As far back as the year 1778 Mr. Whitworth pointed out to the Common Council of the City of London, the public advantage which would accrue by making a canal from Bishop's Stortford to Cambridge; and that body gave him orders, as their engineer, to make a survey of the country between those places, which he did in the years 1779 and 1780. He reported this line to be very practicable; the length whereof by his survey was twenty-eight miles and a quarter, with a rise from Bishop's Stortford to the head level at Elsenham of 84 feet, and a fall from thence to the River Cam at the low end of Cambridge of 141 feet 2 inches. This scheme has lain dormant till the present proprietors saw the great advantage the public would derive by accomplishing an easy communication between the metropolis and the various towns and districts in the line of this projected canal down to Lynn and the Isle of Ely; and for the purpose of putting into execution so important a work, they applied and obtained an act in 1812, under the title of 'An Act for making and maintaining a navigable


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  'Canal, with Aqueducts, Feeders and Reservoirs, from the Stort Navigation at or near Bishop's Stortford, in the county of Hertford, to join the River Cam, near Clayhithe Sluice, in the county of Cambridge, with a navigable Branch or Cut from the said Canal at Sawston to Whaddon, in the county of Cambridge;' by which certain subscribers were incorporated as "The Company of Proprietors of the London and Cambridge Junction Canal," and empowered to complete a navigable canal from Sir George Duckett's Canal, called the Stort Navigation, at or near Bishop's Stortford, through the parishes and hamlets of Bishop's Stortford, Hockerill, Birchanger, Stansted, Mount Fitchet, Ugley, Newport, Saffron Walden, Littlebury, Little Chesterford and Great Chesterford, Hinxton, Ickleton, Duxford, Whittlesford, Great Shelford, Trumpington, Cherry Hinton, Fen Ditton and Horningsea, to join the Cam below Clayhithe Sluice, in the parish of Horningsea aforesaid; and to make a branch or cut with proper aqueducts and other works, from the said canal at Great Shelford to Whaddon; and to make necessary works for supplying the said canal and branch with water. The company may also construct railways and inclined planes, should the same appear more advantageous, in any part of the line; but the proprietors are not to make any works within the park of Lord Braybrook, at Audley End, nor to take water from streams flowing into the same; nor to erect buildings between the park walls and the banks of the canal. There are also similar clauses respecting the estates of Shortgrove, Elsenham Hall, Elsenham Leys, and many others, the property of gentlemen living near the intended line. The streams, which feed that valuable conduit in the market place of Cambridge, called Hobson's Conduit, from which great part of the town and university obtain water, are by this act to be kept from injury or diminution. For completing the undertaking, the proprietors are empowered to raise £570,000 in shares of £100 each; and should this prove insufficient they may raise an additional sum of £300,000, either amongst themselves, or by the creation of new shares, or by mortgage, or by promissory notes; but no proceeding is to take place before £425,250 shall have been actually subscribed. For defraying the necessary expenses and paying interest the company may demand the following rates.


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TONNAGE RATES.
Fractions of a Mile to be taken as a whole Mile, and Vessels having on Board a less lading than Twenty Tons, shall pay for Twenty Tons.

The proprietors of the canal, lords of manors or others may erect wharfs and warehouses on the line; and for the accommodation thus afforded, rates shall be paid according to agreement between the company and the owners of goods. Owners and occupiers of land may convey corn and grain and manure, the actual produce of their lands, on the levels of the canal, free from tolls, provided they pass no lock; and they may carry back manure for their lands tonnage free.

In the year 1814 a second act was obtained, under the title of 'An Act to alter and amend an Act made in the Fifty-second of his present Majesty, for making a Canal from the Stort Navigation, at or near Bishop's Stortford, to the River Cam.' By this act it appears that the sum of £425,250 had not been subscribed, therefore the works were not commenced; but as an amount had been raised, nearly sufficient for making the part between Clayhithe Sluice and Saffron Walden, it is provided by this second act, that the clause, insisting on the amount above stated, should be repealed, and this part of the work, with the cut from the canal from Sawston to Great Shelford, should be commenced; but that part between Saffron Walden and the Stort Navigation shall not be commenced before three-fourths of the estimate for the whole work is subscribed. By this act also fifteen additional subscribers are to be elected into the committee, as directors, at the next general assembly of the company.

Commencing at the level of the Bishop's Stortford Canal, there is a rise of 72 feet to the summit of this canal, by twelve locks of 6 feet each, bringing the work to the west end of the summit level, near to the large tunnel, which is a mile and three hundred and forty yards in length. The distance from the commencement to the summit level has four of these locks in the first mile and a half; there is then a level of six furlongs and eight chains; in the remaining space of one mile and two furlongs there are the remaining eight locks; the summit level is four miles, six furlongs


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 and two chains long, and from it there are ten locks descending to the east a distance of three miles, six furlongs and three chains to a second tunnel four hundred and eighteen yards in length. At thirteen miles, three furlongs and one chain from the Bishop's Stortford Canal is a third tunnel seven hundred and four yards long, and the canal locks down by twenty-two locks in twelve miles, four furlongs and six chains from the west end of this third tunnel; at the distance of eight miles, six furlongs and seven chains from which the branch to Whaddon commences; this is near to Shelford Magna, whence to the entrance into the Cam at Clayhithe Sluice there are eight locks in a distance of ten miles, one furlong and nine chains, making a total fall of 165 feet 9 inches. The Whaddon Branch has thirteen locks.

The dimensions of the canal and branch are 5 feet in depth, 24 feet breadth at the bottom and 44 feet at the top; the summit level is the same breadth at the bottom, but 6 feet deep and 48 feet at the surface. The estimate for the main line was £523,838, including reservoirs, feeders and steam engines; of this sum £121,300 was subscribed at first in shares of £100 each. The estimate for the Whaddon Branch, including an aqueduct over the Grant or Granta River, was £44,848. The line was surveyed and laid down in 1811 by Messrs. Netlam and Francis Giles, under the direction of Mr. Rennie.

The completion of this canal will be found highly advantageous to the agricultural counties of Cambridge, Norfolk, Suffolk, Essex and Hertford, and very beneficial to the metropolis.

LOUTH CANAL.
3 George III. Cap. 39, Royal Assent 24th March, 1763.

9 George IV. Cap. 30, Royal Assent 9th May, 1828.

THE first act for making the Louth Canal was obtained in 1763, under the title of 'An Act for making a Navigation from the River Humber, by a Canal or Cut at or near Tetney Haven, to the River Ludd in the parish of Alvingham, in the county of Lincoln, and for continuing the said Navigation in or near the said River, from thence to or near the town of Louth, in the said county,'


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 which sufficiently declares the proposed line of the same. The length thereof is about fourteen miles, in a south-west direction, at a very trifling elevation above the sea; for the first nine miles and three quarters, commencing at the sea-lock gates in Tetney Haven, the line is on a level; in the next two miles and three quarters there is a rise of 24 feet, and in the remaining mile and a half a rise of 32½ feet. The line was surveyed by Mr. John Grundy and afterwards revised by Mr. Smeaton; the estimate for which amounted to £16,500. For putting this work into execution, certain commissioners were empowered to raise money on mortgage of the tolls, which are directed to be paid as below.

TONNAGE RATES.
A Chaldron of Coals containing Forty eight Winchester Bushels to be estimated as One Ton.

Less Weights than a Ton to pay in Proportion.

The sum borrowed under this act was altogether £28,000; but though this amount had been expended, the canal was found to be so defectively constructed, that a further outlay was required, in consequence whereof meetings of the commissioners were held in the year 1777, for devising means to procure the necessary funds, and Mr. Chaplin having proposed to advance the sums required, on condition that he should have the tolls on lease for ninety-years, the act for sanctioning which agreement should be obtained at his cost, when required, that proposal was, with the exception of two subscribers, agreed to, and the lease granted to Mr. Chaplin, he covenanting on his part to make all repairs, to pay all wages and legal interest for all sums previously subscribed.

Mr. Chaplin accordingly took the works into his own hands, but doubts as to the validity of this agreement were entertained, and it having become expedient on other accounts to repeal the first act, a second was obtained in 1828, entitled, 'An Act for improving and maintaining the Navigation from the River Humber to Alvingham in the county of Lincoln, and from thence to Louth in the same county.' By this act the remainder of the term of Mr. Chaplin's lease, subject to a reduction of the tolls, is continued to him and his heirs or assigns. Instead of the former


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 rates, there shall be demanded according to the following list, for goods, &c. conveyed on the canal from the Humber to and above the lock, called the Basin Lock, as in the first column of the list, and for all goods, &c. conveyed a less distance, as in the second column of the said list.

LIST OF TONNAGE RATES BEFORE REFERRED TO.
And so in Proportion for a greater or less Quantity than above.

if Goods remain on the Wharfs or in the Warehouses for more than Twenty-four Hours and not exceeding Six Days, the Company may charge the Owners Three-pence per Ton, over and above the Tonnage Rates for the same.

Provision is also made for keeping the water of the River Ludd at a certain level, and for protecting the low lands between Tetney Haven and Alvington Out Fen. After the debt charged upon the work shall have been paid off, the commissioners and their successors, named and appointed in the act, may invest any part of the surplus monies, not exceeding £3,000 in each year, in the Public Funds or Exchequer Bills, as a fund for repairs.

There are other clauses for the protection of private property, which being such as are usually inserted, it is needless here to enumerate.

This, as far as it extends, is an useful work, and highly beneficial to the town of Louth, and the adjoining district.


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LOYNE OR LUNE RIVER.
23 Geo. II. C. 12, R. A. 14th March, 1749.

12 Geo. III. C. 81, R. A. 1st April, 1772.

29 Geo. III. C, 39, R. A. 24th June, 1789.

47 Geo. III. C. 37. R. A. 1st Aug. 1807.

THE first enactment for improving the Loyne or Lune took place as far back as the year 1749, under the title of 'An Act for improving the Navigation of the River Loyne, otherwise called Lune, and for building a Quay or Wharf, &c.;' wherein it is stated that the Loyne or Lune has become dangerous for navigators, and very inconvenient for the town and port of Lancaster, now becoming a place of considerable trade to the West Indies and other foreign parts; it is therefore necessary that a quay or wharf, with other conveniences, should be built on the west side of the river, and that buoys should be placed at the entrance into the said river and other places thereof, and land-marks erected for guiding ships and vessels to and from the said town; this act therefore appoints certain trustees to build a quay or wharf with other works and conveniences, and to erect piers or moles at the mouth of the said river, and for raising the necessary funds. The following rates are to be collected during twenty-one years for all ships and vessels coming into or going out of the port.

TONNAGE RATES.
For ditto coming into the River in Ballast and not lading or unlading in the Port, One-fourth of the said Rates.

Vessels of War and Ships driven in by Stress of Weather, are exempt.

At the end of twenty-one years half the above rates are to cease. Trustees are empowered to borrow £2,000 on security of the duties, and to pay interest thereon at £5 per cent.

A second act was obtained in 1772, under the title of 'An Act to explain and amend an Act made in the Twenty-third Year of the Reign of his late Majesty George the Second, for improving the


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 '' 'Navigation of the River Loyne, otherwise called Lune, &c. &c. in the county palatine of Lancaster.' ''By this act the rates of the former act were confirmed, with power to the commissioners or trustees, of lowering them when expedient to half the original sums; the other clauses, merely confirming the former act, need not be quoted.

The next application to parliament was made in 1789, when a third act was obtained under title of'' 'An Act to explain, amend, and render more effectual several Acts, made in the Twenty-third of George the Second, and Twelfth of his present Majesty, for improving the Navigation of the River Loyne, otherwise called Lune, &c. &c. and for other Purposes therein mentioned.' ''By this act it is stated that the commissioners have borrowed £6,000 under authority of the former acts, and have expended the same on the works, as directed, and particularly on the making of a wet dock at Glasson, and other improvements of the said river, in doing which a debt of £1,560 has been contracted; and since it will be advantageous to build a stone land-mark in place of the present wood one at Rossall Point, as well as one or more light-houses near Lancaster Bay, it is by this act provided that the rates levied under the former acts shall be collected, together with the following

ADDITIONAL RATES.
These additional rates to cease when the sum of £2,500, which this act directs to be borrowed, shall have been paid off, and the old debt reduced to £4,000. One penny per ton is to be paid by every vessel as a light-house duty, which sum shall be applied to the maintenance of the said light-house; the overplus, if any, to be employed in reducing the debt. By this act it is


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 also provided that the port of Lancaster shall from time to time be cleansed and scoured, and the entrance from the sea kept clear and open.

A fourth act was obtained in 1807, entitled, 'An Act to explain, amend, and render more effectual several Acts, for improving the Navigation of the River Loyne, otherwise Lune, and for building a Quay or Wharf near Lancaster, in the county palatine of Lancaster.' By this act it appears that the commissioners cannot, out of the present rates, pay the interest, &c. due from their trust, or carry on and uphold the necessary works, they are therefore empowered to take, in lieu of all former rates, except the light-house dues, which are to continue the same, the following

TONNAGE RATES.
The same Exemptions as before are made by this Act, and Vessels conveying Coal or Fuel are also declared free from the Dues or Rates.

By this act the commissioners are empowered to appoint or license a sufficient number of pilots to conduct vessels in and out of the port, and to enforce the pilotage dues from all masters of vessels refusing to take on board a pilot, licensed according to the powers of this act.

MACCLESFIELD CANAL.
7 George IV. Cap. 30, Royal Assent 11th April, 1826.

DURING the progress of the Peak Forest Canal, it appeared desirable that another should be made between the summit levels of that work and of the Trent and Mersey Canal, thereby forming a more direct communication between the southern canals and the town of Manchester; no resolution, however, was come to on this subject before the year 1825, when a line was determined upon,


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 under the direction of Mr. Telford, and in the following year parliamentary sanction was obtained under the title of 'An Act for making and maintaining a navigable Canal from the Peak Forest Canal in tile township of Marple, in the county palatine of Chester, to join the Canal Navigation from the Trent to the Mersey, at or near Hardings Wood Lock, in the township of Talk, or Talk-on-the-Hill, in the county of Stafford.' By this act the company were incorporated by the name of "The Company of Proprietors of the Macclesfield Canal."

The work, designed for the passage of narrow vessels of 7 feet wide, commences near the northern extremity of the summit level of the Peak Forest Canal, in the township of Marple, and passes upon that level through a very undulating part of the county of Chester, crossing at a considerable elevation several vallies whose streams afford it supplies of water; leaving Lime Hall on the east and Macclesfield on the west, it proceeds to the turnpike-road from Buxton to Congleton, having completed a distance of seventeen miles and a half; it then descends by locks to its lowest level, crossing the River Dane on the east of Congleton, and after pursuing a south-west direction to the Trent and Mersey Navigation, enters the summit level of that canal, making the total fall 113 feet 9 inches, and its total length twenty-nine miles, four furlongs and eleven poles.

The original estimate was £295,000, and the proprietors are empowered to raise by shares £300,000; should this be inadequate, they may raise a further sum of £100,000, on mortgage of the tolls.

By the act they are restricted from taking any water out of the summit levels of the Peak Forest Canal and of the Trent and Mersey, except under certain limitations. The canal is to be supplied with water from certain rivers, brooks, rivulets and water-courses, &c. but without injury to any mills thereon; and for the purpose of defining when the water shall be taken out, Mr. Nicholas Brown, of Wakefield, and Mr. Thomas Brown, of Manchester, civil engineers, are to determine under what state of the rivers, brooks, &c. the surplus water may be taken without injury to the mill-property thereon. Five reservoirs are to be constructed for the supply of the eanal, and the following are fixed as tonnage rates.


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

Dung, Soil, Marl and Ashes of Coal or Turf for Land upon the Line, are exempt from Toll, provided no Lock be passed, or if passed, when the Water flows over the Waste Weir.

The advantages of this canal, when completed, will be seen from an inspection of the map, as it will be found to form the shortest line of communication between the Peak Forest and Trent and Mersey, and to lessen the distance thirteen miles between London and Manchester.

MAMHILAD RAILWAY.
54 George III. Cap. 101, Royal Assent 17th June, 1814.

THIS railroad, commencing in the Brecon and Abergavenny Canal, at an elevation of 447 feet above the level of the sea, runs in an easterly direction for a short distance, and then taking a detour, proceeds southerly to its termination near Usk Bridge, over the river at that place. The country abounds in limestone, and by means of this railroad an easy conveyance is found for this material and ironstone, which is also a produce of the neighbourhood.

As it is connected so intimately with the Abergavenny Canal, it will only be necessary here to quote the title of the act obtained for its completion, which is 'An Act for making and maintaining a Tramroad or Railway from the parish of Mamhilad, in the county of Monmouth, to or near Usk Bridge, in the said county.'  The railroad is five miles and three chains in length, and there is a descent, from its junction with the Brecon and Abergavenny Canal to Usk Bridge, of 308 feet 6 inches. The work was estimated by Mr. John Hodgkinson at £6,000, of which £4,150 were subscribed in shares of £50 each.


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MANCHESTER, ASHTON AND OLDHAM CANAL.
(SEE ASHTON-UNDER-LYNE CANAL.)

MANCHESTER, BOLTON AND BURY CANAL.
31 George III. Cap. 68, Royal Assent 13th May. 1791.

45 George III. Cap. 4, Royal Assent 12th March, 1805.

THIS canal was projected for the purpose of making a communication, by narrow boats of 7 feet wide, between the towns whose names it bears; but by an agreement entered into in 1794, with the Leeds and Liverpool Canal Company, for making a junction at Redmoss, the proprietors of the Manchester, Bolton and Bury Canal were induced to make their canal capable of navigating vessels 14 feet wide, the same as those on the Leeds and Liverpool Canal.

By the first act obtained in 1791, and entitled, 'An Act for making and maintaining a navigable Canal from Manchester to or near Presto-lee-Bridge, in the township of Little Lever, and from thence by one Branch to or near the town of Bolton, and by another Branch to or near the town of Bury, and to Weddell Brook in the parish of Bury, all in the county palatine of Lancaster,' the proprietors were incorporated as "The Company of Proprietors of the Canal Navigation from Manchester to Bolton and to Bury." They were also empowered to make a canal from the River Irwell, near the Sugar House or Old Quay in Manchester, to a certain meadow near Presto-lee-Bridge, in the parish of Bolton, and from thence by one branch to Church Bridge in Bolton and to Bury Bridge in the parish of Bury, and from thence to Weddell Brook, in the same parish, and to make reservoirs, steam engines and other machines for supplying the same with water.

For completing the various works, the proprietors have power to raise £47,000, in shares of £100 each; and should this not prove sufficient they may raise a further sum of £20,000 either by themselves, or by the admission of new subscribers, or by mortgage. They are also empowered to demand the following tonnage rates.


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TONNAGE RATES.
Wharfage Rates to be determined by the Company.

A junction having been proposed between the Mersey and Irwell Navigation and this canal, it is provided, that the proprietors of the Mersey and Irwell Navigation are exempted from all rates for conveying stone on this canal, when the water flows over the lock weirs, such stone being for the repair of the banks, &c. of the said Mersey and Irwell Navigation; and the proprietors of this canal may lock down into the Mersey and Irwell without paying any rates or dues, for any distance between Hunt's Bank and Throstle Nest. When this company's vessels pass below the first lock on the Irwell, they are to pay the following

TONNAGE RATES.
Additional Rates to the same Amount as above may be demanded by the Mersey and Irwell Company, when the Rate of Carriage between Liverpool and Manchester shall be Six Shillings per Ton.

Proprietors of mines may make cuts to communicate with the canal. Lords of manors, and proprietors of land on the line may build wharfs, cranes, weigh-beams and warehouses, and if not, then the company may build the same. Proprietors of wharfs may demand the following

WHARFAGE RATES.
Coal, Iron and Lime-stone may remain for Three Weeks on the Wharf ; the other Goods may remain not longer than Six Days, without paying an additional Sum of One Penny per Ton for the next Thirty Days.

The company having received the powers above recited, commenced their operations; but after having carried on the work for some time, it was found that not only the sums, directed


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 by the act to be raised, had been expended, but that a debt of £31,345 was also incurred; they therefore applied a second time to parliament and obtained an act, entitled, 'An Act to enable the Company of Proprietors of the Canal Navigation from Manchester to Bolton and to Bury, to raise Money to complete the same.' By this act they were empowered to raise an additional sum of £80,000 amongst themselves, for paying off the debt and for completing the work; and for the readier obtaining of this sum, they had authority to borrow any part thereof on mortgage. This act having only the usual clauses, it is unnecessary to quote any other part of it.

The direction of the canal is north-west; from its commencement in the Mersey and Irwell Navigation there is a rise to the basin in Salford, of 68 feet 4 inches by six locks; thence it runs nearly parallel with the Irwell on a level for about four miles; in the next three miles there are twelve locks; the remaining part of the line and the branch to Bury is level. The whole rise is 189 feet 6 inches. It crosses the Irwell by an aqueduct near to Clifton Hall, and there are two other aqueducts, one over the River Roach, not far from Darley Hall, and another over the Irwell near Bolton. The length of the line is above fifteen miles. At first the canal was designed, as stated above, for narrow boats, and some locks were built accordingly; but these were afterwards pulled up and rebuilt, and the canal widened. There is a feeder from the Irwell, with a reservoir at Bury, and another at Radcliffe.

The work is of great utility, not only to the towns it connects, but also to the adjacent country, abounding in coals and minerals, for which it affords a ready conveyance; and also to the cotton trade which is carried on very extensively in this part of Lancashire.

MANCHESTER AND OLDHAM RAILWAY.
7 George IV. Cap. 99, Royal Assent 26th May, 1826.

THE act for making this railway was obtained in the year 1826, under title of 'An Act for making and maintaining a Railway or Tramroad from Manchester to Oldham, with a Branch from Failsworth Pole, to or near to Dry Clough, in the township of


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  'Royton, all in the county palatine of Lancaster;' whereby the proprietors are incorporated as "The Manchester and Oldham Railway Comupany," with powers to make and maintain a railway or tramroad, for carriages to be moved by stationary or locomotive steam engines or other power, commencing in St. George's Road, Manchester, and passing through Manchester, Newton, Failsworth, Prestwich-cum-Oldham, Woodpark and Knott Lanes in the parish of Ashton-under-Lyne, and terminating at the Manchester and Austerlands Turnpike Road, at Mumps Brook, in the parish of Oldham. Also a branch from Failsworth Pole to Dry Clough in the township of Royton, and all inclined planes, steam engines, wharfs, warehouses and all other buildings, &c. necessary for the same. For executing these powers, the company may raise a capital of £75,000, in shares of £100 each, together with a further sum of £20,000 on mortgage, should the former amount prove insufficient to complete the work. The following are to be collected as

TONNAGE RATES.
Fractions of a Ton and of a Mile as the Quarters in them, and of a Quarter as a Quarter.

Parcels not exceeding Five Hundred Weight, to pay Rates to be fixed by the Company.


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The company are to build, at their own cost, a sufficient bridge over the Rochdale Canal in Failsworth, and another over the Ashton-under-Lyne Canal from Manchester to Hollinwood. Lords of manors may erect wharfs and warehouses, and if they refuse, the company may do so, and charge the following

WHARFAGE AND WAREHOUSING RATES.
And so on, advancing Sixpence per Ton additional.

This railway which was expected to be of great utility in conveying coals from Greenacre Moor to Manchester, and merchandize throughout the populous district on its line, turns out not to answer the expectations of the proprietors; and it is reported that all or a considerable part of it will be abandoned. It is to commence, as before stated, in St. George's Road, Manchester; thence pursuing a north-easterly course and running nearly parallel with the turnpike-road, is to terminate at Mumps Brook, about half a mile on the east side of Oldham.

MANSFIELD AND PINXTON RAILWAY.
57 George III. Cap. 37, Royal Assent 16th June, 1817.

THE Mansfield and Pinxton Railway, commencing in the town of Mansfield, proceeds from thence in a westerly direction, leaving Skegby Hall, Unwins Hall and Brook House on the north, to Pinxton Basin near to Pinxton Mills, and not far from Alfreton in the county of Derby, where it communicates with a branch of the Cromford Canal; about a mile and a half from this point a branch passes easterly towards Codnor Park Works, which it passes, and communicates again with the Cromford Canal at a short distance from those works, at 278½ feet above the level of the sea.


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The act for this undertaking was passed in 1817, as 'An Act for making and maintaining a Railway or Tramroad from Bull's Head Lane, in the parish of Mansfield, in the county of Nottingham, to communicate with the Cromford Canal, at Pinxton Basin, in the parish of Pinxton, in the county of Derby.' By it the proprietors, who are styled "The Mansfield and Pinxton Railway Company," are empowered to make the road and to alter, repair, and manufacture materials for the same; for doing which they are to raise the sum of £22,800, in shares of £100 each; and in case that should not prove sufficient for completing the same, they may raise an additional fund of £10,000 amongst themselves, or by creating new shares, or by mortgage of the work and tolls. The following are to be demanded as

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

Carriage of Parcels, not exceeding Five Hundred Weight, to be fixed by the Proprietors.

Owners of land on the line, and lords of manors are to erect wharfs, on their own lands, if required by the company; and in case of refusal the company may do so. The company is also directed by the act to build sufficient wharfs, warehouses and landing places at Pinxton, for the reception of goods; and for the expenses so incurred they are to demand as

WHARFAGE RATES.
Private individuals building wharfs and warehouses are authorized to claim the following as wharfage rates,


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WHARFAGE RATES.
If the said Goods shall remain above Twenty-one Days, then One Penny per Ton additional is to be paid for the succeeding Ten Days, and a further Sum of One Penny per Ton per Day for every Day afterwards.

The railway is double; the length, eight miles, two furlongs and four chains. At the commencement in Mansfield it is 101 feet 8 inches above the level of the Cromford Canal at Pinxton Basin; from Mansfield to the summit level there is a rise of 88 feet 10 inches; from the summit to the Pinxton Basin, a distance of four miles and nine hundred and twenty yards, there is a fall of 80 feet 10 inches; the railway at its termination there, being 8 feet above the level of the canal.

This work cannot fail of being useful, passing as it does through a country abounding with minerals, and where no other line of conveyance exists.

MARKET WEIGHTON CANAL.
12 George III. Cap. 37, Royal Assent 21st May, 1772.

THE Market Weighton Canal is of a two-fold benefit to the country through which it passes, affording an easy mode of conveying agricultural and other produce, more especially that beautiful fine white durable brick, usually called Walling Fen Brick; and at the same time draining the low lands and fens which abound in its vicinity. Its length is rather more than eleven miles, commencing at a point called New River Head, near Market Weighton, and pursuing an almost straight line from north to south, and passing through the parishes of Blacktoft, Everingham, Seaton, Ross, Holme-upon-Spalding Moor, Froggathorp, Hootham, and other places of minor importance, to the extensive fen, which is called Walling Fen, and contains twenty thousand acres of land; it then terminates by locking down into the Humber, at Fossdike Clough, opposite the mouth of the Trent. The whole line, as may be concluded from the nature of


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 * }


text: 1911 Encyclopædia Britannica/Hudson, George


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vi the subject. Such convulsions of piety, they will say, are not sane. If, however, they will have the patience to read to the end, I believe that this unfavorable impression will disappear; for I there combine the religious impulses with other principles of common sense which serve as correctives of exaggeration, and allow the individual reader to draw as moderate conclusions as he will.

My thanks for help in writing these lectures are due to Edwin D. Starbuck, of Stanford University, who made over to me his large collection of manuscript material; to Henry W. Rankin, of East Northfield, a friend unseen but proved, to whom I owe precious information; to Theodore Flournoy, of Geneva, to Canning Schiller, of Oxford, and to my colleague Benjamin Rand, for documents; to my colleague Dickinson S. Miller, and to my friends, Thomas Wren Ward, of New York, and Wincenty Lutoslawski, late of Cracow, for important suggestions and advice. Finally, to conversations with the lamented Thomas Davidson and to the use of his books, at Glenmore, above Keene Valley, I owe more obligations than I can well express.

 * March, 1902.
 * March, 1902.


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 the country it passes through, is low and flat; there is, however, a little elevation near Market Weighton, and a lock on the Warren at Wolsea, besides the sea lock at its opening into the Humber.

The act for executing this useful work is entitled, 'An Act for draining and preserving certain Commons, Low Grounds, and Carrs, in the parish of Market Weighton, and other adjacent parishes in the East Riding of the County of York; and for making a navigable Cut or Canal, from Market Weighton to the River Humber.' By this act certain persons are appointed as trustees or commissioners for executing the work and other purposes connected therewith, to have the direction and management of the drainage and navigation, and from time to time to tax or assess the owners and occupiers of the low lands, according to the number of acres they occupy, for the benefit they receive from the said drainage, such acre-tax not to exceed forty shillings per acre; the proceeds to be employed in maintaining and completing the same. They are also empowered to inclose part of the commons or waste lands, for defraying the tax. They also have power to take away, if necessary, certain drains or sewers, and, if requisite, others may be substituted and maintained out of their funds. The locks, to be erected, are not at any time to pen up the water higher than within 3 feet of the surface of the land. The commissioners are empowered to demand for the navigation of the main drain or canal, the following

TONNAGE RATES.
And so on in Proportion for a less Distance than the whole Line, as may be agreed on by the Commissioners.

Certain persons having agreed to advance money for the immediate execution of the work, it is provided, that they shall receive a share of the rates, equal to the proportion of money by them so contributed, together with interest on the sums advanced.


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The commissioners may also tax the lands to the extent of five shillings per acre, for maintaining the canal and drainage, and for the payment of salaries and other expenses. The accounts of the drainage and of the navigation are to he kept separate.

Mr. Whitworth was the engineer. The work is well suited for the purposes intended, and highly beneficial to the town of Market Weighton and the neighbouring district.

MEDWAY RIVER.
17 Char. II. C. 6, R. A. 2nd Mar. 1664.

14 Geo. II. Cap. 26, R. A. 29th Apr. 1740.

32 Geo. III. C. 105, R. A. 15th June, 1792.

42 Geo. III. Cap. 94, R. A. 22nd June, 1802.

5 Geo. IV. C. 148, R. A. 21st June, 1824.

IT will not be necessary in the present instance to take particular notice of the first and second acts relating to this river, which were passed in the 17th of Charles II. and the 14th George II. more than to state that by these acts a company was incorporated under title of "The Company of Proprietors of the Navigation of the River Medway;" we shall therefore commence our remarks by quoting the act passed in 1792, entitled, 'An Act for improving the Navigation of the River Medway, from the town of Maidstone, through the several parishes of Maidstone, Boxley, Allington and Aylesford, in the county of Kent.'  By this act certain persons were named as a committee for improving the navigation of the Medway, from the lock in Maidstone to the lower part of an orchard belonging to Mr. G. Hunt, Jun. on the west side of the river below Aylesford Bridge, in Kent. They have the requisite powers for enlarging, widening and rendering straight the channel of the said river, and to make all necessary bridges, tunnels, and dams; they may also, with consent of the quarter sessions, alter or rebuild Aylesford Bridge, and make a collateral cut from a shoal in the river, called Preston Shelf, below the town of Maidstone, on the east side of the river, to any part of the same above and near the said bridge; they may likewise build a bridge or establish a ferry at Castle Shelf, purchasing the site thereof of Lord Romney; and for defraying all necessary expenses they are empowered to demand the following tonnage rates.


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444

TONNAGE RATES.
Timber, Knee Timber, Planks and Pannels are free from Dues; and Goods, Wares, &c. belonging the Inhabitants of Aylesford, and landed at the German Forestall, are exempted from Rates; and all Goods landed or shipped at Castle Shelf, shall only pay Half the above Rates.

The committee may also borrow £8,000, for the purposes of this act, on the credit of the tolls and rates.

This act was repealed and a new one granted in 1802, under the title of 'An Act for repealing an Act passed in the Thirty-second of his present Majesty, for improving the Navigation of the River Medway, from the town of Maidstone, through the several parishes of Maidstone, Boxley, Allington, and Aylesford, in the county of Kent, and for the better and more effectual improving the Navigation of the said River;' whereby the proprietors are incorporated afresh as "The Company of Proprietors of the Lower Navigation of the River Medway," and are empowered to improve and maintain the navigation and towing-paths, and execute other works entrusted to the committee under the former acts; they may also provide money for expenses by shares of £100 each; £5,000 to be thus raised in addition to the former sum of £8,000; or any part of the said £5,000, or the whole thereof, may be raised on mortgage; tile following are directed to be levied as

TONNAGE RATES.
The rights of the persons incorporated under the act of Charles II. are to be reserved, as far as they are authorized to scour, cleanse and deepen the Medway from below Shepherd's Wharf in Maidstone; and the said persons, who in that act were styled "The Company of Proprietors of the Navigation of the River Medway," may convey all goods, &c. on paying the rates first quoted in this article. The proprietors are restricted by this


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 act from dividing more than £10 per cent. on their shares; when the profits amount to more, then the rates are to be forthwith reduced.

Another act was obtained in 1824, entitled, 'An Act for the more effectually improving the Navigation of the River Medway, from Maidstone to Halling in the county of Kent, and to alter and enlarge the Powers of an Act of the Forty-second of his late Majesty, for improving the Navigation of the said River.'  Having recited the title of the former act, the present one goes onto state that the company have raised a capital stock of £16,000, and have expended the whole thereof, besides contracting sundry debts in the execution of the works directed by the said act, and that the company cannot, in consequence, effect that improvement of the navigation which is required by the interests of the parties concerned therein; they are therefore authorized by this act to borrow £12,000 on mortgage of the rates, and to make and maintain a cut or canal from Ozier Bed Reach to East MaIling, and another from Haystack Hole to Occupells; to remove Preston Shoal; to alter Aylesford Bridge, and to make a towing-path from Occupells to Lower Town Wharf in St. Faith's Street, Maidstone.

They are also empowered to cleanse, scour, deepen and improve the channel of the river from Maidstone to Halling, through the parishes of Maidstone, Boxley, Allington, Aylesford, Ditton, East Malling, Burham, Birling Snodland, Wouldham and Halling.

The shoals and obstructions in the river are to be removed so as to leave it 90 feet wide and 3 feet deep in the middle; then Aylesford Bridge is to be altered; afterwards the navigable cut from Ozier Bed Reach to Newhythe and the towing-path from Haystack-Hole to Maidstone are to be completed. All this is to be done within five years; and in case sufficient should remain, out of the sum of £12,000 and any interest thereon, it is to be employed in making the navigable cut from Haystack Hole to Occupells, within five years afterwards; if a sufficient sum does not remain, the residue is to accumulate for that purpose. In lieu of the former rates, which are repealed, the following are to be taken as tonnage rates.