text:
Page:Rivers, Canals, Railways of Great Britain.djvu/293

 ' to be made and maintained by so much of several Acts made in the Eighth, Eleventh, Thirteenth and Twenty-fourth Years of the Reign of his present Majesty, as authorizes the making and maintaining a navigable Cut or Canal from the Firth or River of Forth, at or near the mouth of the River of Carron, in the county of Stirling, to the Firth or River of Clyde, at or near a place called Dalmuir Burnfoot, in the county of Dumbarton; and also a collateral Cut from the same to the city of Glasgow; for deepening the said Cut or Canal; and for explaining and amending so much of the said Acts, as relates to the making and maintaining the said Cut or Canal.' The 30th George III. is entitled, An Act for forming a Junction between the Forth and Clyde Navigation, and the Monkland Navigation; and for altering, enlarging and explaining several former Acts passed for making and maintaining the said Navigation.

On the 12th of July, 1799, an act was passed to enable the company to repay the sum of £50,000, borrowed of the Court of Exchequer in Scotland, and to declare the capital stock of the company to amount to £421,525, notwithstanding that the company were restrained, by the act of 8th George III. from dividing more than ten per cent, on the original stock of £150,000. This, however, was permitted, in consequence of the proprietors having never received any dividend. This act is entitled, An Act for empowering the Company of Proprietors of the Forth and Clyde Navigation to repay into the Court of Exchequer in Scotland, the Sum advanced to them for the Purpose of completing the said Navigation; for repealing so much of an Act of the Twenty-fourth of his present Majesty as relates to the said Company; and for enabling the Barons of the said Court of Exchequer to advance Part of the Sum so to be received, to the Company of Proprietors of the Crinan Canal, on certain Conditions.

By the act of 46th George III. a very material change is effected in the constitution of the company, and of the rates which they have hitherto received. It is entitled, An Act to alter and amend the several Acts passed for making and maintaining the Forth and Clyde Navigation; by which it is enacted that the management of this concern shall be in future vested in a governor and seven other persons, who shall be called "The Governor and


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/294

 "Council of the Company of Proprietors of the Forth and Clyde Navigation," who have power to appoint a committee of three. The schedule of tolls granted in the former acts are hereby repealed; and the following tonnage rates are allowed in lieu thereof.

TONNAGE RATES.
And so in Proportion for any greater or less Time than a Month.

WHARFAGE RATES.
And so in Proportion.

Every Vessel coming into any of the said Harbours or Basins, a Duty of Sixpence sterling, on every Fifty Tons of the Burthen thereof, for Lighting the said Harbours and Basins

The act of 54th George III. is entitled, An Act to enlarge, alter, and amend the Powers of the several Acts for making and maintaining the Forth and Clyde Navigation; and by which the company of proprietors are empowered to purchase ground for extending the basin, and to make new wharfs at Port Dundas, near Glasgow, and to make the canal 10 feet deep. This act further directs that Lord Dundas shall be entitled to receive, for all vessels lying on the south side of the outer basin at Grangemouth, the same rates of wharfage which the company are empowered to collect under power of the 46th George III. In the act which authorizes the company to carry the above works into execution, a power is given to borrow the sum of £40,000, on security of the rates and duties.

In consideration of the expense the company will incur by maintaining a bank and towing paths from the harbour of Grangemouth to the mouth of the Carron River, they are empowered to demand, from all ships and other vessels coming from Grange-

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


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/295

 mouth Harbour, or using the towing path in navigating the river of Carron, the sum of 4d. per ton, according to the registered admeasurement of such vessel

The last act relating to this navigation received the royal assent on the 8th of July, 1820. It is entitled, An Act for altering and amending several Acts for making and maintaining the Forth and Clyde Navigation; wherein it appears, that since the passing of the act of 39th George III. the company have, by enlarging the canal, and increasing its depth to 9 feet, and by other works, expended the further sum of £98,315, including the £40,000, borrowed under authority of the last-recited act; by which their stock has accumulated to, and is hereafter to be considered as £519,840.

Power is given to borrow £80,000, on assignment of the rates, for the purpose of making the canal 1 foot deeper, so that the navigation may be 10 feet deep throughout.

The original object proposed by this canal was to open a communication between those important rivers, the Forth and Clyde, and between the northern metropolis and the manufacturing towns of Glasgow and Paisley; and whether as respects the utility of the work, the magnitude of the undertaking, or the skill and ingenuity with which it was designed and executed, the Forth and Clyde Canal will ever hold a distinguished place amongst the most important branches of our inland navigation.

Besides the fine rivers above-mentioned, it is joined by the Edinburgh and Glasgow Union Canal, near Falkirk; with the Monkland and Kirkintilloch Railway at its summit, near the last-mentioned village; and with the Monkland Canal and the Garnkirk and Glasgow Railway, at Port Dundas, near the city of Glasgow.

FOSS NAVIGATION.
33 George III. Cap. 99, Royal Assent 30th April, 1793.

41 George III. Cap. 115, Royal Assent 23rd June, 1801.

THE river which gives a name to this navigation, has its source near Newburgh Hall, about four miles north of Easingwold, whence it crosses Oulstone Moor, where a reservoir is constructed, for the purpose of supplying the navigation in dry seasons. Its


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/296

 course hence is through a detached part of the Bishopric of Durham by Stillington Mill, and to Sheriff Hutton Bridge, where the navigation commences. From the New Inn, near the bridge last-mentioned, a canal, two miles in length, is made, which cuts off a considerable bend, and enters the river near Duncombe House; thence the old course of the river is the line of navigation by Strensall, Towthorpe, Earswick, and Huntington, to the city of York, through the east quarter of which it flows, and falls into the Ouze on the south side of the castle. The length of the navigation is twelve miles and a half, with a total rise of 47 feet 8 inches from the surface of the Ouze in its ordinary summer state.

Mr. William Jessop designed this navigation in 1791, and estimated the cost at £16,274; but the first act was not obtained until the 30th April, 1793. It is entitled, An Act for making and maintaining a navigable Communication from the Junction of the River Foss with the River Ouze, at or near the city of York, to Stillington Mill, in the parish of Stillington, in the North Riding of the county of York; and for draining and improving certain Low Lands lying on each side of the said River Foss. The subscribers, at the time the act was obtained, were one hundred and six in number; amongst whom were Viscountess Irwin, Sir William M. Milner, and the Lord Mayor and Commonalty of the city of York, who were incorporated by the name of "The Foss Navigation Company," with power to raise among themselves the sum of £25,400, in two hundred and fifty-four shares of £100 each; and, if necessary, they may borrow the further sum of £10,000 on the credit of the undertaking.

TONNAGE RATES ALLOWED BY THIS ACT.
For the Purposes of this Act, Forty Feet of Oak, Ash, Elm, or Beech Timber; and Fifty Feet of Fir, or Deal, Balk, Poplar, or other Wood, shall be deemed a Ton.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/297

For all Articles conveyed between the River Ouze and Monkbridge only, double Rates may be demanded.

If Goods remain on the Wharfs belonging to the Company a longer Time than Twenty-four Hours, an Allowance to be made for the same.

Vessels under Twenty-five Tons not to pass Looks without leave, or without paying for that Amount.

Land-owners may make Wharfs and charge Two-pence per Ton for all Goods remaining on them for any Period under Six Days.

The act of the 41st George III. is entitled, An Act to explain and amend an Act passed in the Thirty-third Year of the Reign of his present Majesty, entitled, An Act for making and maintaining a navigable Communication from the Junction of the River Foss with the River Ouze, at or near the city of York, to Stillington Mill, in the parish of Stillington, in the North Riding of the county of York; and for draining and improving certain Low Lands lying on each side of the said River Foss, so far as the said Act relates to the said Navigation; and for enabling the Company of Proprietors of the said Navigation to complete the same. It was obtained chiefly for the purpose of raising money to complete the navigation, the company having failed in their endeavour to borrow the sum of £10,000, which the former act authorized them to do. This act therefore directs that the above-mentioned sum shall be raised by the admission of new subscribers, or by calls on the proprietors in proportion to their respective shares; and if £10,000 is not sufficient, they may borrow, on mortgage of the rates, the further sum of £10,000; and if the funds are insufficient to complete the navigation to Stillington Mill, the company are authorized to terminate this navigation at Sheriff Hutton Bridge.

This act further empowers the company to demand an additional tonnage rate, equal to half the former rate, whenever the nett profits of the navigation are below four per cent. upon the outlay.

The object of this navigation is the conveyance of coal and general merchandize into the interior of the county north of York; and to export the surplus agricultural produce. It serves, also, to drain the low grounds in the immediate vicinity of York, for which a drainage tax is annually levied upon the adjoining land.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/298

FOSSDIKE NAVIGATION.
THIS very ancient canal commences in the River Trent, at Torksey, about ten miles south of Gainsborough; from whence its course lies south-eastwardly, through a very flat and monotonous district to Brayford Mere, about a quarter of a mile west of Lincoln High Bridge. It is there joined by the Witham River, and at about five miles west of Lincoln the River Till falls into it, and these, together, supply the necessary lockage water.

This navigation is eleven miles in length, and level throughout. At Torksey there is a double lock, with gates pointed both ways, so that it equally prevents the entrance of the flood waters of the Trent, and peas up the water in the canal for navigation purposes; and, at its other extremity, is another lock into the Witham, for keeping up the water in the canal at a greater height than heretofore, and for preventing the flood waters of the Witham from entering it, which formerly did great damage to the banks.

As we are much in the dark respecting the time at which, or by whom this canal was excavated, it has afforded considerable scope for ingenuity and research. The celebrated antiquary and ingenious author of 'Itinerarium Curiosum,' Dr. Stukeley, in a letter addressed to Mr. Gale, August 2nd, 1735, states his belief that it was executed by the Romans as a continuation of Caerdike, a deep excavation, apparently made for the purposes of navigation, extending from the navigable River Nene, near Peterborough, in Northamptonshire, to the Witham, into which it enters at Washenburgh, a short distance below the city of Lincoln. He further states that the village of 'Torksey was a Roman town, built at the entrance of the Foss into the Trent, to secure the navigation of those parts, and as a storehouse for corn, and was walled about.'

The Doctor is borne out in this opinion from the account given in Domesday Book, wherein it appears, that before the coming of the Normans, Torksey was a place of considerable consequence, with two hundred burgesses, who possessed many privileges on condition that they should carry the King's Ambassadors, as often


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/299

 as they came that way, down the Trent in their own barges, and conduct them to York; and their original charter is still preserved, and occasionally acted upon.

Leland observes, 'The Fosse-Diche begynnith a quarter of a mile above Lincoln, and so goeth to Torksey a 7 mile strait in length. Bishop Atwater began to cleanse Fosse-Diche and did so half its length from Torksey in hope to bring vessels to Lincoln - but on his death it was neglected.' But this by no means leads to the conclusion that it had been previously navigated; nor does it disprove the contrary opinion; as, by its connection with the Till and Witham, it was liable to be silted up by the mud and sand introduced by flood waters.

Camden will have it that the Fossdike was cut by Henry I.; but as he quotes Hovedon, and the latter historian has almost literally copied Simeon Dunelmensis, it seems more than doubtful that he has truly interpreted his author. Simeon's passage is this, - ' Eodem anno (1121,) Henricus rex facto longa terræ intercessione fossato à Torkseie usque Lincolniam per derivationem Trentæ fluminis fecit iter navium.' Now, as the surface of the water in the Fossdike is 4 or 5 feet above the level of the Trent, it is matter of impossibility that the waters of the Trent should have been diverted through this channel, unless the surface of the Fossdike has been raised to the difference which now exists in the level between the Trent and this navigation. But, as neither Hovedon or Simeon Dunelmensis ever saw the Fossdike, we ought not to be surprized that they have been led into this opinion.

It seems very probable, and it is the opinion of Dr. Stukeley, that King Henry only scoured out the canal, and rendered it a better navigation; and, as a proof, if proof it may be called, that he did not execute the canal, we have it on record that, in the time of Domesday Book, it was said that the King's Monnetari at Nottingham, had, in the days of Edward the Confessor, the care of the River Trent, and of the Fossdike, and of the navigation therein. Now, as this King died in 1066, before the Norman Conquest, it is clear that the supposition of Camden is not supported,

The proprietors employed Messrs. Smeaton and Grundy, in


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/300

 1762, to suggest a mode of improving this navigation, which they did by recommending a lock at Brayford Head, and to raise the water 10 inches higher, so as to make the canal 3 feet 6 inches in depth. Their estimate for this and other necessary works amounted to £3,816, 18s. 8d. Twenty years afterwards, Mr. Smeaton again reported on this navigation, by which it appears that the previous designs of this eminent engineer and his colleague had not been carried into execution. But, as these reports relate more particularly to the drainage of the adjacent lands, we shall not further advert to them.

The original object of this canal, adopting the opinion that it is a monument of Roman ingenuity and greatness, was to convey the corn produced in the rich provinces of Lincoinshire, Northamptonshire, &c. direct to their favourite station of Eboracum (York,) by means of a canal, rather than trust to the uncertain circuitous navigation seaward. It is still used for the export of the surplus agricultural produce, but more particularly to import coal to Lincoln and its vicinity.

Those who desire further information respecting these Roman works, we refer to a letter addressed by the Rev. Dr. Stukeley, in 1735, to Francis Drake, F.R.S. at the time the latter gentleman was engaged in writing his Eboracum, and which will be found at full length, at page 38 of that excellent History of the Antiquities of the City of York.

GARNKIRK AND GLASGOW RAILWAY.
7 George IV. Cap. 103, Royal Assent 26th May, 1826.

7 & 8 George IV. Cap. 88, Royal Assent 14th June, 1827.

11 George IV. Cap. 125, Royal Assent 17th June, 1830.

THIS railway commences from the Monkland and Kirkintilloch Railway at Cargill Colliery, near Gartsherrie Bridge, in the county of Lanark, whence it proceeds in a westwardly direction by Gartcloss, Gartcosh, Garnkirk, Robroyston, Milton, Broomfield, Gernuston, Rosebank, and Pinkston, to the north end of the bridge across the cut of junction between the Forth and Clyde and Monkland Canals, on the road between Glasgow Field and Keppoch. It is in length eight miles, one furlong and four chains;


text: Dictionary of National Biography, 1885-1900/Ogle, Chaloner


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/301

 in the first five thousand one hundred and forty-eight yards from its western termination near Glasgow, it is on one inclined plane, rising 116 feet 9 inches; the remaining five miles and a quarter is a dead level. The railway was designed by Mr. Thomas Grainger, who estimated the cost, according to the first design, at £28,497, 17s. 4d.; but subsequently, when it was determined to alter it to the line above-described, at £37,847, 17s. 4d. The subscribers to this undertaking, at the time the first act was obtained, were twelve persons only, who were incorporated by the name of "The Garnkirk and Glasgow Railway Company," and empowered to raise the amount of the original estimate of £28,497, 17g. 4d. in fifty shares; and if this sum is insufficient, they may borrow the additional sum of £10,000, on the credit of the undertaking. The act is entitled, An Act for making a Railway from the Monkland and Kirkintilloch Railway, by Garnkirk to Glasgow; and by it the following tonnage rates are allowed.

TONNAGE RATES.
For the use of any Waggon, Machinery, Engine, or Power belonging to the Company, One-half of the above Rates in Addition.

TONNAGE RATES.
Fractions to be charged according to the Number of Hundredweights, and Fractions of a Mile not less than a Quarter.

Owners of lands may erect whath; but if they neglect, the company may make them, and demand the following rates.

WHARFAGE RATES.
Goods may remain Six Months, on Payment of the above Rates, but if they continue Six Days beyond that Period, One-half of the above Rates in Addition may be demanded, for every Month such Period is exceeded, and so in Proportion for any less Time than a Month.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/302

The Company are restricted from receiving more than Ten Pounds par Cent, on their Capital Stock, until they have reduced their Tonnage, on Distances not exceeding Three Miles, to Three-fourths, and on Distances exceeding Three Miles, to One-half the Rate they are empowered to collect; provided that, for Distances exceeding Three Miles, the Rates shall not be less than Four-pence Halfpenny.

The act of 7th and 8th George IV. entitled, An Act for altering and amending time Garnkirk and Glasgow Railway Act, was obtained for the purpose of altering the line to the course described at the commencement of this article; which alteration was estimated by Mr. Grainger to cost the additional sum of £9,350. The company are therefore authorized to raise this sum in £50 shares; and, should they determine to make a double railway, they may raise an additional sum of £11,000 for that purpose, in £50 shares; all which sums shall be deemed the capital stock of the company. Five years, from the passing of this act, is allowed for the execution of the necessary works.

The act of 11th George IV. entitled, An Act for amending certain Acts for making the Glasgow and Garnkirk Railway, and for raising a further Sum of Money, is simply to enable the company of proprietors to raise a sufficient fund for completing the works; the act, therefore, empowers them to raise the further sum of £21,150, either by creating new shares to that amount, or by borrowing upon credit of the undertaking the sum of £10,000, and creating new shares to the extent of £11,150.

The object of this railway is to convey to Glasgow, and for exportation, the valuable minerals at its eastern termination, and such as is brought down the Ballochney and the Wishaw and Coltness Railways, which extend further into the Lanarkshire Coal Field.

GARTURK.
(SEE [PNRC0701.htm#PNRC683 WISHAW AND COLTNESS RAILWAY].)

GIPPEN OR GIPPING RIVER.
30 George III. Cap. 57, Royal Assent 1st April, 1790.

33 George III. Cap. 20, Royal Assent 28th March, 1793.

THIS river rises near Gipping Hall, situate two miles south-west of the town of Mendlesham, in Suffolk, whence it flows by Stow Market to Stowupland Bridge, near the said town, where


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/303

 the navigation commences. Its course from hence is south-easterly, by the town of Needham, and Shrubland Hall, the seat of Sir W. F. Middleton, Bart. to the south side of the town of Ipswich, where it falls into the tideway of the Orwell, near Stoke Bridge.

Its length is about sixteen miles; and the necessary works for making it navigable, were commenced under the authority of an act of the 30th George III. entitled, An Act for making and maintaining a navigable Communication between Stowmarket and Ipswich, in the county of Suffolk.

Six gentlemen, resident in the vicinity, were appointed trustees for carrying the act into execution, with power to borrow the sum of £14,300 on the credit of the undertaking, and a further sum of £6,000, if necessary, either on mortgage or by granting annuities.

Power is also given to extend the navigation three quarters of a mile from Stowupland Bridge towards the Bury St. Edmund's Road, if it shall be deemed desirable.

TONNAGE RATES.
And so in Proportion for any Weight or Quantity less than a Ton, or for any Distance less than a Mile.

If these Rates are insufficient for the Purposes of this Act, power is given to double them for such Time only as may be required; but not until Three Months' Notice has been given. Vessels of less than Thirty-five Tons lading, to be charged for Thirty-five Tons.

The Trustees can also, for all Goods deposited in their Wharfs, and which shall continue for a longer Period than Six Months, charge such additional Sums as they may think fit; provided Notice to such Purpose be deposited with the Clerk of the Peace.

Manure is exempt from Rates, unless the Commissioners shall determine to the contrary; in that case the same Rate is to be paid as for Coal.

The act of the 33rd George III. entitled, An Act for effectually carrying into Execution an Act of Parliament of the Thirtieth Year of his present Majesty, for making and maintaining a navigable Communication between Stowmarket and Ipswich, in the county of Suffolk, is obtained solely for the purpose of enabling the trustees to borrow the sum of £15,000 over and above the sums authorized by the last-recited act, which had already been expended.

This navigation is chiefly used for exporting the surplus farming


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/76

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


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/304

 produce of the country, and for importing coal, lime, timber, deals, groceries, and other commodities generally required in an agricultural district.

GLAMORGANSHIRE CANAL.
30 George III. Cap. 82, Royal Assent 9th June, 1790.

36 George III. Cap. 69, Royal Assent 26th April, 1796.

THIS navigation, which is sometimes called the Cardiff Canal, commences at a place called The Lower Layer, a mile and a half below the town of Cardiff, on the east side of the River Taff, and near its entrance into Penarth Harbour. Its course is directly north, passing on the east side of the town of Cardiff, and thence in a north-westwardly direction, parallel, with the Taff and by the city of Llandaff to near the junction of the Taff and Cynon. It crosses the Taff by an aqueduct, and within a short distance is joined by the Aberdare Canal. From hence its course is round the base of the Twyn Maur Hills, still keeping in the vale, but on the western side of the Taff, to its termination at the town of Merthyr Tidvile. The length is about twenty-five miles, with a total rise of about 611 feet. At its termination in the tideway of the River Taff, at Lower Layer, there is a sea-lock, with a floating-dock 16 feet deep, and capable of admitting ships of three hundred tons burthen. The line from Merthyr to Cardiff was opened in February, 1794.

Many railways extend from the several iron-works, mines and collieries which abound in this rich mineral district. The Cardiff and Merthyr Tidvile Railway takes a parallel course with the canal from Merthyr to the aqueduct, but on the opposite side of the river. There is also a railway from the mines near Glancayach, to this canal, a little below the above-mentioned aqueduct; and there is another railway of considerable extent, which commences at the collieries at Dinas Ucha, on the west bank of the River Rhondda Vawr, along which it continues to below its junction with the River Taff, near Forest Bridge.

The act of the 30th George III. is entitled, 'An Act for making and maintaining a navigable Canal from Merthyr Tidvile,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/305

 to and through a place called The Bank, near the town of Cardiff, in the county of Glamorgan. The subscribers to this canal, at the time the above act was obtained, were seventy-seven in number, (amongst whom were Lord Cardiff and Count de Redin,) who were incorporated by the name of "The Company of Proprietors of the Glamorganshire Canal Navigation," with power to raise among themselves the sum of £60,000, in six hundred shares of £100 each, and a further sum of £30,000, should it be deemed necessary, by mortgage of the undertaking.

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

Ships or other Vessels, whether laden or unladen, passing through the Lock at the Bank into or out of the Dock or Basin, shall be subject to the Payment of One Penny per Ton, according to the registered Admeasurement of such Ship or Vessel.

The company are restricted to divide no more than eight per cent. Proprietors of any mines lying within four miles of any part of this canal, may make collateral cuts or railways across the grounds of other persons, on payment of damages. Owners of lands may make wharfs and charge the following rates.

WHARFAGE RATES.
The above Rates are payable if they remain upon the Wharfs for the Space of Six Days, except for Coal, Iron and Lime-stone, which may continue at the above Rate Six Calendar Months; and Timber, Clay, Lime, Iron-stone, Stone, Brick, Tile, Slate, or Gravel, may remain Thirty Days. If any Goods lie on the Wharfs or Quays for the Space of Ten Days beyond the respective Periods above prescribed, One Penny per Ton shall be paid for such Ten Days; and One Penny per Ton per Day for every Day beyond such Period. It is further enacted, that all Ships or other Vessels, passing from the Sea or the River into any Dock or Basin belonging to this Company, shall pay the same Duties, in Addition to the Rates which the Bailiffs, Aldermen, and Burgesses of the Town of Cardiff, have hitherto received as Port Dues.

The act of 36th George III. which received the royal assent on the 26th April, 1796, and is entitled, 'An Act to amend an Act of the Thirtieth Year of his present Majesty, for making and maintaining a navigable Canal from Merthyr Tidvile, to and through a place called The Bank, near the town of Cardiff, in the county of Glamorgan, and for extending the said Canal to a place


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/306

 called The Lower Layer, below the said town, was obtained chiefly for the purpose expressed in the title, viz, the extension to a point nearer the sea, and to obtain power to raise the additional sum of £10,000 among themselves, in proportion to their respective shares, for the completion of the line of extension, and for no other purpose whatsoever. But if this last-mentioned sum is insufficient, £10,000 more may be contributed; but upon this no more profit than five per cent, per annum shall be received. Two years only, from the date of the last act, are allowed for the completion of the whole of the works.

On consideration of the Marquis and Marchioness of Bute giving consent to the making of the extension, they and their tenants of the ground on the west side of the extension, have the privilege of using the canal and towing path below the south gate of the town of Cardiff, without payment of rates.

The chief object of this navigation and the railways with which it is connected, is to facilitate the export of the vast quantity of coal, iron-stone, and other ores and minerals which are worked in great abundance on its line, and in particular at Merthyr Tidvile and its immediate vicinity.

GLASGOW, PAISLEY, AND ARDROSSAN CANAL AND RAILWAY.
46 George III. Cap. 75, Royal Assent 20th June, 1806.

7 & 8 George IV. Cap. 87, Royal Assent 14th June, 1827.

THE canal commences from Tradestown, or Port Eglinton, on the west side of the city of Glasgow, whence it takes a western course, approaching the northern bank of the White Cart River, along which it continues to near the town of Paisley, where it crosses the above-mentioned river, and passes on the south of that town, to Johnstone, where it terminates.

The railway commences at the canal wharf at Johnstone, and takes a south-westerly course, running parallel with, and on the east side of the Black Cart, and by Lochs Swinnock and Tanker, and along the eastern bank of the River Rye, which it crosses near Blair House, and continues along the course of that river to near the village of Kilwinning, whence it takes a westward


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/307

 course through the collieries, by Kerrylaw, and thence northward of the town of Saltcoats, to the harbour of Ardrossan, where, at an elevation of 9 feet 6 inches above high water mark, it terminates. The railway is twenty-two miles and three furlongs in length, and the canal eleven miles.

From the harbour above-mentioned, there is an inclined plane one mile and five chains in length, rising 11 feet 6 inches, and another one mile and a chain in length, which descends 8 feet. It is then level for the space of one mile, seven furlongs and four chains. Then another plane one mile, three furlongs and seven chains in length, rising 46 feet; then a further rise, to the summit level, of 45 feet, in one mile, five furlongs and nine chains. The next twelve miles, three furlongs and two chains are level; from the end of which it descends 20 feet in the next two miles, one furlong and two chains; and, in the remaining distance of five furlongs, there is a further fall of 44 feet to the level of the quay of the canal at Johnstone, which is 40 feet above the level of high water at Ardrossan. A branch of half a mile in length extends from the main line to Saltcoats Harbour, which descends 3 feet in that distance to a point 10 feet above high water mark.

It was originally intended by the proprietors of these works to have constructed an entire canal from near Glasgow to Ardrossan, and for which purpose their first act was obtained; but circumstances, which are explained below, prevented this. The estimate for making the whole canal was £140,000; but when it was found desirable to make the railway above described, instead of continuing the canal, a separate estimate for it was made by Mr.

The first act relating to this undertaking, is entitled, An Act for making and maintaining a navigable Canal from the Harbour of Ardrossan, in the county of Ayr, to Tradestown, near Glasgow, in the county of Lanark; and a collateral Cut from the said Canal to the Coal Works at Hurlet, in the county of Renfrew; by which the subscribers, two hundred and twenty-six in number, (amongst whom were the Earl of Eglinton, Lord Montgomerie,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/308

 and Lady Jane Montgomerie,) were incorporated by the name of "The Company of Proprietors of the Glasgow, Paisley, and Ardrossan Canal," with power to raise among themselves the sum of £140,000, in two thousand eight hundred shares of £50 each; and an additional sum of £30,000 if necessary, either among themselves, or they may borrow the same on assignment of the rates, as a security.

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

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

Owners of lands may erect wharfs; but if they do not within six months after notice has been given them for that purpose, the company may do it, and charge a rate to be agreed on between the company and the owners of any goods which may remain more than twenty-four hours upon such wharfs.

In carrying into execution that part of the original line of canal from near Glasgow to Johnstone, the proprietors expended of the original stock, authorized to be raised by power of the act of 46th George III. the sum of £44,342, besides contracting a debt of £57,860, l0s.; also old subscription loans from various proprietors of canal stock, amounting to £2,398, 3s.; and new subscription loans, amounting to £10,950, 4s. 6d. making a total of £115,550, 17s. 6d.

After the lapse of twenty years from the date of the act above recited, it was found impossible to raise the necessary funds for completing the remaining portion of the line from Johnstone to Ardrossan, without complying with this condition, that the debts incurred in executing the canal from Johnstone to Glasgow, amounting (as above-recited) to £71,208, 17s. 6d. should be


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/309

 alone entailed upon that part of the canal. With this understanding, an act received the royal sanction on the 14th June, 1827, entitled, An Act to amend an Act of the Forty-sixth Year of the Reign of his late Majesty, incorporating the Glasgow, Paisley, and Ardrossan Canal Company; and to empower the said Company to form a Railway from Johnstone, in the county of Renfrew, to Ardrossan, in the county of Ayr, and certain Branch Railways communicating therewith; by which the company are authorized to employ the remainder of the original capital stock (of £140,000,) amounting to £95,658, in the formation of a railway to Ardrossan; and that this railway stock should not be liable to the above-recited debts, but that separate accounts shall be kept of the expenditure and proceeds of the canal and of the railway.

By means of this canal and railway, great facilities will be given for exporting coal, from the extensive mines in the line, for the supply of the north and eastern coasts of Ireland, and to receive, in return, supplies of corn for the consumption of the populous places of Glasgow, Paisley, &c. Moreover, it will have the effect of shortening considerably the distance, and rendering more safe the transit of exported manufactured goods from the above-mentioned towns, by avoiding the circuitous route by the River and Firth of Clyde.

GLASTONBURY NAVIGATION.
7 & 8 George IV. Cap. 41, Royal Assent 28th May, 1827.

THIS navigation commences from the confluence of the Rivers Brue and Parrett, in Bridgewater Bay, Bristol Channel, whence it takes a south-eastwardly direction along the course of the River Brue, to Highbridge Lower Floodgates. From this point a canal is to be made in the bed of the river, by Newbridge, to about ten miles beyond Basin Bridge, where it then follows the course of the south drain, over Westhay and Meare Heaths, and through a very flat country to the west side of the town of Glastonbury, where it terminates. The total length of the navigation is fourteen miles, one furlong and seven chains, viz, from low water mark on the shore of the Bristol Channel, to the proposed tide lock near High


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/310

 Bridge, is seven furlongs and six chains. This tide lock will be so constructed, that the top of the gates will be on a level with the highest known smooth tide, which rose 40 feet. The surface of the canal will be 10 feet below the top of the gates, and the canal will be 10 feet deep from the lock to the junction with the South Brue Drain, a length of ten miles, three furlongs and three chains. At the end of this fine pool there is another lock, with a rise of 3 feet 2 inches, and thence, the remainder of the canal to Glastonbury will be only 6 feet deep. The estimate for this navigation was made by Mr, John Beauchamp, and amounts (exclusive of application to parliament, plans, &c.) to the sum of £15,234.

The act for making this navigation is entitled, An Act for improving and supporting the Navigation of the River Brue from the mouth thereof, at its Junction with the River Parrett, to Cripp's House, and for making and constructing a Canal from thence to the town of Glastonbury, in the county of ,Somerset.

The party who undertook to execute this navigation consisted of thirty-six persons, (amongst whom was Sir Alexander Hood, Bart) and was incorporated by the name of "The Glastonbury Navigation and Canal Company," and who are empowered to raise among themselves the sum of £18,000, in three hundred and sixty shares of £50 each, and a further sum of £5,000 on mortgage of the undertaking; and they may borrow any part of the original sum of £18,000 on promissory notes under the common seal, or of the Exchequer Bill Commissioners.

TONNAGE RATES.
And so in Proportion for any greater or less Weight than a Ton.

WHARFAGE RATES.
For any Goods remaining on any of the Wharfs or Quays beyond the Period of Twenty-four Hours, such additional Rates as may be fixed by the Company; but that not more than Three-pence per Ton shall be paid for any Goods which do not remain on the Wharfs, or Warehoused, more than Six Days.

As the drainage of the low lands on the banks of the Brue is under the management of the Commissioners of Sewers, the company are bound to invest £1,000 in the Three per Cent. Consolidated Bank Annuities, to be at the disposal of the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/311

, to be applied in repairing or making any alteration in the necessary drainage works, which may be required in consequence of the making and completing this navigation.

The object of this navigation is to open a short and more ready communication between Glastonbury and the sea, and to facilitate the exportation of the agricultural produce of that part of Somerset, and to import fuel and other general merchandize.

GLENKENNS CANAL.
42 George III. Cap. 114, Royal Assent 26th June, 1802.

THIS navigation commences in the tideway of the River Dee, close to the north side of the town of Kirkcudbright, whence it takes a northerly course, running parallel with and on the east bank of the Dee, by Kelton House, to Loch Ken, into which it enters a short distance south of Glenlochar Bridge. This part of the navigation is ten miles and a quarter, and has fourteen locks upon it, besides a stop lock and weir at its entrance into Loch Ken. This navigation is continued for the space of twelve miles and a half through Loch Ken, by Kenmore Castle and the town of New Galloway, a little beyond which place a canal of three miles in length extends to the Boat Pool at Dalry, where the navigation terminates. The total length is twenty-five miles and three quarters. Mr. John Rennie projected the navigation, and made the estimate, which amounted to the sum of £33,382.

The act for making it received the royal assent on the 26th June, 1802, and is entitled, An Act for making and maintaining a navigable Canal from the Boat Pool of Dalry, in the Glenkenns, to the port and town of Kirkcudbright, in the stewartry of Kirkcudbright. The subscribers for carrying the work into execution, consisted of twenty-eight persons, (amongst whom were the Hon. John Gordon, the Hon. Montgomerie Granville Stewart, Sir William Douglas, and Sir Alexander Gordon,) who were incorporated by the name of "The Company of Proprietors of the Glenkenns Canal Navigation," and empowered to raise among themselves the sum of £30,000, in three hundred shares of £100 each; and a further sum of £15,000, if necessary, by equal calls


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/312

 upon the holders of the three hundred shares; or they may obtain the last-mentioned sum by mortgage of the undertaking; but if £20,000 be found sufficient to make that part of the navigation extending from Loch Ken to the tideway of the Dee, the company may, in preference, complete that part, and suspend, until funds can be raised, the further prosecution of the remainder of the original design.

TONNAGE RATES.
For all Goods carried upon the navigable part of the River Dee, or Loch of Ken, half only of the above Rates.

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

For every Ship, whether laden or unladen, passing through the Tide Lock into the Dee, and into or out of the Basin at Kirkcudbrigbt, an additional Charge of Six-pence per Ton for every Ton upon the Burthen of such Ship.

WHARFAGE RATES.
lf any Goods remain on the Wharfs for above the Space of Two Calendar Months, an Allowance to be made to the Proprietors, to be adjusted by Commissioners appointed by the Act.

For the purposes of this Act, One Hundred and Twenty Pounds Avoirdupois to be deemed a Hundred Weight.

Owners of land may also erect warehouses and construct wharfs, and charge the following rates.

RATES FOR PRIVATE WHARFS.
Provided the same does not continue more than Twenty Days, except the enumerated Articles as above, which may remain Two Calendar Months, on payment of Four-pence per Ton. But should any of the above-mentioned Articles remain on the Wharf or Quays for the Space of Twenty Days over and above the Time specified, then Three-pence per Ton shall be paid for such Twenty Days, and One Penny per Ton per Week afterwards.

The object of this navigation is to give facilities for the conveyance of coal, lime, manure and general merchandize, into the interior of the stewartry or county of Kirkcudbright, and for the improvement of the estates which border upon it.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/313

GLOUCESTER AND BERKELEY CANAL.
33 Geo. III. C. 97, R. A. 28th March, 1793.

37 Geo. III. C. 54, R. A. 9th May, 1797.

45 Geo. III. C. 104, R. A. 27th June, 1805.

58 Geo. III. C, 17, R. A. 17th March, 18l8.

3 Geo. lV. C. 53, R. A. 24th May, 1822.

6 Geo. IV. C. 113, R. A. 10th June, 1825.

THIS admirable ship canal commences from the River Severn, at Sharpness Point, about three miles north of the town of Berkeley, whence it runs along the shore for the space of two miles; thence by Slimbridge, Frampton-on-the-Severn, Saul and Wheatenhurst, between which last-mentioned places it crosses the Stroud Canal; thence, west of Hardwick Court, Quedgeley House and Hempstead House, to near the county gaol on the south side of the city of Gloucester, where it terminates in a spacious basin, out of which there is a lock into the River Severn. Its length is sixteen miles and. a half; it is 70 feet wide, and in depth 18 feet, and level throughout; and therefore capable of receiving Indiamen of four hundred tons burthen. It was originally intended to have made the canal from Berkeley Pill, and only 15 feet deep; the length of which would have been eighteen miles and a quarter. A branch is also to be made from near Saul to the River Severn at Hock Cribb, in the parish of Arlington, of nearly one mile and a quarter in length.

The first act relating to this navigation received his late Majesty's assent on the 28th of March, 1793, and is entitled, An Act for making and maintaining a navigable Canal from the River Severn, at or near the city of Gloucester, into a place called Berkeley Pill, in the parish of Berkeley; and also a Cut to or near the town of Berkeley, in the county of Gloucester; and by which the original subscribers were incorporated by the name of "The Gloucester and Berkeley Canal Company," with power to raise among themselves for the purposes of this act, the sum of £140,000, in fourteen hundred shares of £100 each, and a further sum of £60,000, if necessary.

The tolls which the company were permitted to take, under the authority of this act, are expressed at great length; but, as they are repealed by the act of 6th George IV. and new rates allowed, it is unnecessary to introduce them here.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/314

The act of the 37th George III. was obtained chiefly for the purpose of enabling the company to make some deviations from the original line, through the parishes of Slimbridge, Frampton-upon-Severn, Fretherne, Saul, Wheatenhurst, Moreton, Valence, and Standish. It is entitled, An Act for authorizing the Company of Proprietors of the Gloucester and Berkeley Canal Navigation to vary the Line of a certain part of the said Canal, so as to render the Execution thereof more easy, expeditious and less expensive; and for altering and amending the Act passed in the Thirty-third Year of the Reign of his present Majesty, for making the said Canal. Power, however, is given in this act to raise £40,000, part of the £140,000, besides the £60,000 authorized by the last act, either by the admission of new subscribers for shares, half shares, or quarters; or by way of mortgage, or on bond. The company are required by the act to pay the Stroudwater Navigation Company, for every day which the making of this canal shall obstruct the passage on their canal, the sum of five guineas.

Eight years after the date of the last-recited act, the proprietors being desirous of making a branch from the main line, near Saul, to the Severn, at Hock Cribb, application was made to parliament for the necessary powers; and an act was accordingly obtained on the 10th July, 1805, entitled, An Act to enable the Company of Proprietors of the Gloucester and Berkeley Canal, to vary and alter the Line of a certain part of the said Canal, and to enable the said Company to raise a further Sum of Money for carrying into Execution the several Acts for making the said Canal. This branch is one mile, one furlong and five chains in length; and the estimate for making it was made by Mr. John Wheeler, which amounted to the sum of £28,765, 12s. 4d.; and, for this purpose, and for completing the main line of the canal, they are empowered to raise the additional sum of £80,000, by creating new shares of not less than £60 each.

Twenty-five years after the passing of the first act, the company of proprietors again applied to parliament for an act to enable them to alter the line, and make the canal terminate at Sharpness Point, as described in the early part of this article, instead of at Berkeley Pill.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/315

The act was passed on the 17th March, 1818, in the 58th George III. and is entitled, An Act to enable the Gloucester and Berkeley Canal Company to vary and alter the Line of their Canal; and for altering and enlarging the Powers of several Acts passed for making and maintaining the said Canal. This variation of the main line had the effect of shortening it one mile and three quarters. The estimate for this deviation, commencing in Sir Samuel Wathen's land, near Branwood, which was one mile, six furlongs and eight chains in length, was made by Mr. John Upton, and amounted to the sum of £49,230.

Although the preceding acts authorized the company to raise £280,000 for making the canal, yet, at the passing of this act, they had only raised and expended £112,000; and, from the great difficulty they had already experienced in obtaining the above sum, the company was apprehensive that, without additional powers, they could not raise the remaining £168,000; this act enables them to raise that sum by the creation of new shares, which shall not be granted at less than £60 per share. But they are also further empowered to raise any part of the above sum of £168,000 on mortgage, bond, or by granting annuities. By this act the company are authorized to charge for all goods, which shall remain upon any of the whath belonging to this company above forty-eight hours; the sum of sixpence per ton per diem.

In the prosecution of the work it was found desirable to construct the canal so as to admit vessels drawing 18 feet water, instead of the original proposition of limiting it to 15 feet; it was also found expedient to erect a breakwater in the Severn, near the outer harbour of the canal, in order to facilitate the entrance of vessels. These alterations made a considerable addition to the expenditure, an act was therefore obtained in the 3rd George IV. to enable them to borrow the additional sum of £150,000, either by the admission of new subscribers, or in any way authorized by the preceding acts. This act is entitled, An Act for enabling the Gloucester and Berkeley Canal Company to raise a further Sum of Money to discharge their Debts, and to complete the said Canal; and for amending the several Acts passed for making the said Canal. Here it may be remarked, that the Exchequer Bill Commissioners advanced to this company, on security of the rates,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/316

 the sum of £65,000, by four instalments of £16,250 each, viz, on the 24th July, 1818, the 2nd August and 7th December, 1819, and 11th of August, 1820; and the last-recited act gives authority to the commissioners above-mentioned, to advance the further sum of £60,000, in part of the £150,000 which the act empowered them to raise. It is further enacted by the 3rd George IV. that the management shall be vested in a committee of fifteen proprietors instead of nine.

The last act relating to this canal received the royal assent on the 10th June, 1825, and is entitled, An Act for enabling the Gloucester and Berkeley Canal Company to raise a further Sum of Money; and for altering, amending, and enlarging the Powers and Provisions contained in the several Acts for making the said Canal; in the preamble of which it is stated, that the sum of £430,000, which the several preceding acts enabled them to raise, had been expended on the work relating to this canal, but that the further sum of £50,000 would be required; this act, therefore, enables the company to borrow this sum upon the same securities as is prescribed by the preceding acts. For the purpose, however, of paying off simple contract debts, the company may issue £15,000 of the £50,000, in transferable promissory notes of £100 each, payable in ten years. Of the £150,000 which the company were empowered to raise under the act of 3rd George IV. the Commissioners for the issuing of Exchequer Bills, advanced the further sum of £60,000, by two instalments of £30,000 each; and the last-recited act authorizes the commissioners above-named to advance the further sum of £35,000, as part of the sum of £50,000, which the last act authorized the company to borrow.

As the tonnage rates granted by the act of 33rd George III. are repealed by the last-recited act, the following are the rates now allowed to be collected.

TONNAGE RATES.
Vessels entering or going out of either End of this Canal, empty or in ballast, One Penny per Ton for Lockage,

Fractions to be charged as for a Quarter of a Ton.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/317

EXEMPTIONS.
Stone, Gravel or Sand to be used in the repair of any Road in any Township through which this Canal shall pass, and which shall pass from one part of the Canal to another; also all Dung, Soil, Marl, Ashes of Coal and Turf and Lime for Manure, for the Improvement of Lands only within Three Miles of the Canal; but should any of the above Articles pass through either of the Locks at the two Extremities of this Canal, Rates shall be paid as above.

Among the many advantages derived from the execution of this magnificent canal, the avoiding of the dangerous and very difficult navigation of a circuitous part of the Severn, is not the least. The distance, by the river, from Sharpness Point to Gloucester, is twenty-eight miles, while by the canal it is only sixteen miles and a half, consequently there is a saving of more than eleven miles.

The difference in time cannot exactly be calculated; one is subject to all the inconveniences of the worst part of the Severn, the other is easy, smooth and certain. The completion of this canal is likely to make Gloucester a powerful rival of the port of Bristol; and its further important uses will be much better developed by an inspection of the accompanying map, than by any observations we can add.

GLOUCESTER AND CHELTENHAM RAILWAY.
49 George III. Cap. 23, Royal Assent 28th April, 1809.

55 George III. Cap. 41, Royal Assent 12th May, 1815.

THIS railway commences at the basin of the Gloucester and Berkeley Canal, within the city of Gloucester; from whence, skirting the south side of the town, it passes the village of Wotton, and thence, in a north-easterly direction, by the side of the Mail-Road between Gloucester and Cheltenham, and terminates at the Knapp Toll Gate, at the latter place. A branch is proposed to be extended to the Limestone Quarries at Leckhampton Hill; but this is not yet executed. The length of the main line from the basin is rather more than eight miles and three quarters; but, including the length of the quay, it is nine miles.

The proposed branch is two miles and three quarters. The estimates for this railway and branch were made by Mr. John Hodgkinson, which amounted to £25,261, 14s. viz, for the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/318

 mainline, £19,005, 14s. and for the branch, £6,256. The calculation was made upon a single road, with passing places at every quarter of a mile.

The subscribers to this undertaking, at the time the act was obtained, were twenty-six in number, amongst whom were the Earl of Suffolk, Lord Sherborne, and Sir William Hicks, Bart. who were incorporated by the name of "The Gloucester and Cheltenham Railway Company," and authorized to raise among themselves the sum of £25,000, in two hundred and fifty shares of £100 each, and a further sum of £10,000, if necessary, on mortgage. The act is entitled, An Act for making and maintaining a Railway or Tramroad from the River Severn, at the Quay, in the city of Gloucester, to or near to a certain Gate in or near the town of Cheltenham, in the county of Gloucester, called the Knapp Toll Gate, with a collateral Branch to the top of Leckhampton Hill, in the parish of Leckhampton, in the said county.

EXEMPTION.
All Stone for the repairs of the Turnpike-Road between the City of Gloucester and Cheltenham.

Fractions to be taken as for a Quarter of a Ton and Half a Mile; but Tonnage is not to be taken for more than Eight Miles and a Half on the Main Line, and upon Ten Miles and Three Quarters, including the Branch.

Owners of land may erect wharfs ; but if they refuse, the company may do it, and charge the following

WHARFAGE RATES.
Provided they do not remain more than Twenty-one Days; but should they continue for the Space of Ten Days over and above that Period, an additional One Penny per Ton shall be paid for such Ten Days, and One Penny per Ton for every further Day.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/319

WHARFAGE AND WAREHOUSING RATES AT CHELTENHAM.
The act of the 55th George III. was obtained for the purpose of enabling the proprietors to borrow the further sum of £15,000, to enable them to complete the railway, and to pay off the debt which had been incurred. It is entitled, An Act for enabling the Gloucester and Cheltenham Railway Company to raise a further Sum of Money for the completion of their Works. The sum above-mentioned may be obtained by the creation of new shares, or in the mode prescribed by the preceding act.

This railway was originally projected with the two-fold purpose of relieving the roads between Gloucester and Cheltenham from the carriage of heavy articles, and for bringing coal to the highly celebrated and improving town of Cheltenham; the importance of which to the inhabitants of that place has been abundantly felt by the great reduction in the price of coal that immediately took place on completing the railway.

GRAND JUNCTION CANAL.
33 Geo. III. C. 80, R. A. 30th Apr. 1793.

34 Geo. III. C. 24, R. A. 28th Mar. 1794.

35 Geo. III. C. 8, R. A. 5th Mar. 1795.

35 Geo. III. C. 43, R. A. 28th Apr. 1795.

35 Geo. III. C. 85, R. A. 2nd June, 1795.

36 Geo. III. C. 25, R. A. 24th Dec. 1795.

38 Geo. III. C. 33, R. A. 26th May, 1798.

41 Geo. III. C. 71, R. A. 20th June, 1801.

43 Geo. III. C. 8, R. A. 24th Mar. 1803.

45 Geo. III. C. 68, R. A. 27th June, 1805.

52 Geo. III. C. 140, R. A. 9th June, 1812.

58 Geo. III. C. 16, R. A. 17th Mar. 1818.

59 Geo. III. C. 111, R. A. 22nd June, 1819.

THIS stupendous and most useful line of navigation begins at Braunston, in the county of Northampton, where it unites with the Oxford Canal, bordering upon the county of Warwick.. Its course from Braunston is between Welton and Daventry, with a cut one mile and a half to the latter place; leaving Long Breckby to the left, it proceeds to Gayton, where a cut goes off five miles to Northampton. From Gayton it passes Blisworth, and through a tunnel to Stoke, Grafton and Cosgrove, near which last place there is a branch to Stoney-Stratford; below this, the canal joins the River Ouse, which it crosses; thence, passing


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/320

 Great Dinford, Little and Great Wolston, Woughton, &c. to King's Langley, and from that place through a short tunnel, by Grove Park to Rickmansworth, at a little distance from which town a branch of two miles extends to Watford; from Rickmansworth, as far as Uxbridge, in a parallel line with the River Colne, which it crosses several times; from Uxbridge it proceeds to Norwood and Osterley Park, where, intersecting the River Brent, it falls into the Thames, between Brentford and Sion House, completing a course of above ninety miles.

It was in the year 1792 that this undertaking first had its origin. In the beginning of that year the Marquis of Buckingham instructed Mr. Barnes, the eminent engineer, to make a survey of the country between Braunston, in Northamptonshire, the place where the Oxford Canal has its junction with the present canal, and the Thames near London, in order to mark out a line of canal, whereby the circuitous course by the Thames Navigation from Oxford might be avoided, and the transit of goods to the metropolis accelerated. Mr. Barnes's survey was laid before a public meeting at Stoney-Stratford, in June of the above year, when his plan was approved, and a committee formed for carrying on the scheme. The first act was consequently obtained, and received the royal assent on the 30th April, 1793. It is entitled, An Act for making and maintaining a navigable Canal from the Oxford Canal Navigation at Braunston, in the county of Northampton, to join the River Thames at or near Brentford, in the county of Middlesex; and also certain collateral Cuts from the said intended Canal. By this act the shareholders, who were incorporated under the title of "The Company of Proprietors of the Grand Junction Canal," are empowered to raise £500,000, in shares of £100 each, to be deemed personal estate; and should that sum be insufficient to carry the powers of the act into effect, they may raise £100,000 more, either amongst themselves, or by the admission of new subscribers, or by mortgage of the tolls of the canal. By this act it is provided that the canal shall unite with the Thames, at the place where that river receives the eastern branch of the River Brent, near Sion House; and it is also enacted that a collateral cut for the navigation of boats, barges, and other vessels, shall branch from it at the north-east


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/321

 end of the town of Daventry, and another, for the same purposes, to branch therefrom in the parish of Gayton, in the county of Northampton, to join the navigation of the River Nen, at Northampton; a third cut from the parish of Cosgrove, to join the turnpike road leading to London, at Old Stratford, in the same county; and a fourth branch, extending from Rickmansworth to Watford, both in Hertfordshire. It is provided, by one of the clauses of this act, that, in passing through Osterley Park, the estates of J. Robinson, Esq. the Duke of Northumberland, and James Clitheroe, Esq. the towing-paths shall be on the north, north-east, and east side of the canal, and that no water shall be taken from those domains to the use of the canal. Reservoirs are also to be provided for supplying the Rivers Gade, Colne, and Bulbourne, with as much water as may be taken from them for its use, and the same provision is made for the River Brent. From the Thames to Bax's Mill, the owners of wharfs, warehouses, &c. are not to pay any rates or tolls of this canal, not even the duty of one half-penny per ton, which, it will be seen below, is granted to the city of London; and it is further enacted, that waste water from this canal shall be so carried from the summit at Marsworth, as neither to impede the navigation of the Brent, nor inconvenience the owners of wharfs, &c. on it. By this act the following are allowed as

TONNAGE RATES.
Fractions to be considered as One Mile, and all Fractions of a Ton to be taken according to the Quarters of a Ton contained therein.

Forty Cubic Feet of Oak, Ash, or Elm, and Fifty Cubic Feet of Fir, Deal, Plank, Poplar, Beech or Birch, to be rated as One Ton; One Hundred and Twenty Pounds, Avoirdupois, of Coal or Coke, as One Hundred Weight; and One Hundred and Twelve Pounds of any other Article.

Proprietors may fix the Price of Carriage for any Parcel not exceeding Five Hundred Weight. affixing the same on every Wharf of the said CanaL


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/322

EXEMPTIONS.
Officers and Soldiers on march, their Horses, Arms and Baggage, Timber for his Majesty's Service, and the Persons having Care thereof; Stores for ditto, on Production of Certificate from the Navy Board or Ordnance. Also Gravel, Sand, and other Materials for making or repairing any Public Roads, and Manure for Land, if the same do not pass any Lock.

Lords of manors and land-owners may erect warehouses and wharfs in their own lands adjoining the canal; but if not done after due notice from the company, the said company may themselves build the same.

No Rates to be taken by the Owners of Wharfs for Wharfage of Minerals, Timber or other Goods, unless the same shall lie on the Wharfs or Quays more than Six Hours, and no more than One Penny per Ton shall be taken for Wharfage of Coal, Lime-stone, Iron-stone, Brick, Tile, Slate, Flint, or other Stone or Sand; nor more than Two-pence per Ton for any other Goods, where the same shall remain more than Six Hours, but shall not continue longer than Six Days, except Coal, Iron and Lime-stone, which may remain for Six Months, on Payment of One Penny per Ton; and after that Time One Half-penny per Ton per Day shall be paid for Wharfage; no Money being taken for the Conveyance of Materials for repairing or making of Roads.

The navigation of this canal is open, on payment of the rates, as above, for vessels, between the hours of seven and five in November, December, January, and February; between the hours of five and seven in March, April, September, and October, and between the hours of four and nine in May, June, July, and August; but no boat of less than 60 feet in length, and 12 in breadth, or of less than thirty tons burthen, can pass any lock without special consent, or paying tonnage for thirty tons, unless the water runs over at the weir; but when there is a want of water in the locks, vessels only pay for such tonnage as the water allows them to carry. But to parties who constantly travel by night, the company grant licenses at certain rates per annum for that permission.

When this canal was projected, it was thought that it might injure the Oxford Canal Company, it was therefore provided by the present act, that the following rates should be paid to that company.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/323

TONNAGE RATES CONTINUED.
Proportionate Charges to be made for less than a Ton.

If, after the completion of the canal, from its junction with the Oxford Canal to Old Stratford, the tolls to the Oxford do not amount to £5,000 a year, the deficiency shall be made good by the Grand Junction Company; and if, after the communication is opened between the Oxford Canal and the Thames, or after the 1st January, 1804, the rates shall not secure to the Oxford Canal Company the sum of £10,000 a year, the deficiency shall be made good by this company within three months; it being understood that the Oxford Canal is kept in good condition.

We have mentioned above, the toll of one half-penny per ton, to be paid for goods going in or out of this canal from the Thames, and the toll of equal amount due to time municipal authorities of London; if these rates do not amount annually to £200 from 30th April to Midsusnmer, 1795, and to £500 for the year ending Midsummer, 1796; £600 for the year 1797, and so on, increasing by £100 each year, till 1801, when the sum of £1,000 is to be paid to the said Mayor, Aldermen and Commons, or those whom they shall appoint, the deficiency shall be made up by the company; and if the said tolls exceed the said sums, then the said Mayor, Aldermen and Commons shall pay to the said company the surplus for the purposes of the act; but after 1801, the excess above £1,000 per annum shall belong to the said Mayor, Aldermen and Commons of London. A penalty of £50 is to be levied, if coals, culm, or cinders are brought by this canal, nearer to London than the mouth of the tunnel at Langley Bar.

In 1794, about a year after the granting of the first act, a second was obtained, entitled, An Act for making certain navigable Cuts from the towns of Buckingham, Aylesbury, and Wendover, in the county of Buckingham, to communicate with the Grand Junction Navigation authorized to be made by an Act of the last Session of Parliament, and for amending the said Act.


text:
Page:Tracks of McKinlay and party across Australia.djvu/467

 A LIST OF BOOKS

PUBLISHING BY

SAMPSON LOW, SON, AND CO.

47, LUDGATE HILL, LONDON.

[June, 1863.

NEW ILLUSTRATED WORKS.


text: Dictionary of National Biography, 1885-1900/Ogle, Charles (1775-1858)


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/75

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


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/324

 The cuts made under the powers of this act are, one from the town of Buckingham, to join the branch canal at Old Stratford; a second from Aylesbury, to unite with the canal at Marsworth, two miles above Tring; and a third from Wendover, meeting the canal at Bulbourne, at the summit level. This last is a feeder rendered navigable.

The original line of canal authorized by the first act obtained by the company, having been found capable of improvement in the parishes of Abbot's Langley, &c. in Hertfordshire, another act received the royal assent in March, 1795, entitled, An Act for authorizing the Company of the Grand Junction Canal to vary the Course of a certain Part of the said Canal, in the county of Hertford, so as to render the Navigation thereof more safe and convenient, and for making some other Amendments and Alterations in an Act made in the Thirty-third Year of the Reign of his present Majesty, for making the said Canal. The rates of tonnage payable on the old line are hereby made payable on the new; but it is enacted that no articles, the respective rates of tonnage and wharfage whereof were, by the first act, fixed at a less sum than one penny per ton per mile, should be permitted to pass any lock when the water does not flow over the waste weir above such lock, without consent, unless the person conducting such articles shall pay the company an additional rate; which rate, together with the rates made payable on the said articles by the first act, shall not amount to more than one penny per ton per mile; and, in consequence of the safer and speedier conveyance by the projected deviation, the company are empowered to receive, over and above the former rates of tonnage and wharfage, the following

RATE.
By this act, the clause of 33rd George III. restraining persons from conveying coal, culm, or cinders nearer to the city of London than Langley Bar, is repealed, and these articles are now to be conveyed not nearer to London than the north-west end of Grove Park, under forfeiture of vessel and cargo.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/325

By another act passed in April, 1795, and entitled, An Act for making a navigable Cut from the Grand Junction Canal, in the precinct of Norwood, in the county of Middlesex, to Paddington, in the said county, the company are empowered to make and maintain a navigable cut from the canal in Norwood aforesaid, through several parishes, &c. therein enumerated, to Paddington, with a towing-path on each side of the same; and it is also provided that the following should be allowed as

TONNAGE RATES.
And the Company are empowered to receive, over and above the Rates now quoted, such Rates or Allowances as may be fixed by them, for all Minerals, Wares, Timber or Goods carried on the said Cut, which shall remain on any Wharf or Quay belonging to the Company, above Three Hours.

No Vessel of less Burthen than Twenty Tons, nor any Boat or Vessel used for carrying Passengers or any Persons not employed in navigating such Boats or Vessels, shall be used on the said Cut without the Company's Consent, under a Fine to them of Ten Pounds for every Offence.

A further act passed in the same year (1795,) entitled, An Act for making and extending a navigable Cut from the town of Watford, in the county of Hertford, to the town of St. Alban, in the same county, authorizes the company to receive, over and above the rates already secured to them by the former acts, for goods, &c. conveyed on the canal or cuts therefrom, the further rate of two-pence per ton for all goods, &c, conveyed by them the whole length of the intended cut, and so in proportion for any less distance.

A fourth act was obtained in December, 1795, bearing for its title, An Act to enable the Company of Proprietors of the Grand Junction Canal to finish and complete the same, and the several Cuts and other Works authorized to be made and done by them, by virtue of several Acts of Parliament. By this act the company had authority to raise, in addition to their former capital, a sum not exceeding £225,000, for carrying on the works; and they are also empowered to take, on all parts of the said canal, or its various cuts, except that from Norwood to Paddington, the following rates.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/326

ADDITIONAL RATES.
The proprietors of the Warwick and Braunston Canal having obtained legal sanction for varying the course of a certain part of that canal, to unite with the Oxford Canal at Napton instead of Braunston, which might injure the Oxford Canal Company, it was inserted in a clause of their act that the Oxford Company should claim the following

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

Inasmuch as, by the first act for making the Grand Junction Canal, certain rates were secured and granted to the Oxford Canal, of which, if the annual receipts did not amount respectively to £5,000 and £10,000, the Grand Junction were to make good the deficiency, it is by this act provided, that the rates or dues then granted to the Oxford Canal Company, shall now be deemed part of the aforesaid sums, and the Company of the Oxford Canal may lessen their rates, but not so as to lessen the said sums, without consent of the Grand Junction Company; and in case the reduction should lessen the said sums, then the said Oxford Canal Company shall again advance the same, if requested by the Grand Junction Canal Company.

And the Grand Junction Canal Company, to obviate any injury from the intended deviation, are empowered to collect, on coal and all other goods and things except lime and limestone, passing from or out of said Warwick and Napton Canal, as it is now called, into the Oxford Canal, and navigated on the same, and vice versa, an additional rate of sixpence per ton, and so on, in proportion, for less quantities. And for collecting the same, and preventing evasion, the Grand Junction are authorized to cause a bar or stop-gate, with a toll-house, to be placed upon or across the said


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/327

 Warwick and Napton Canal at any place they chuse, within one hundred yards of the junction of the said Warwick and Napton with the Oxford Canal.

The next act obtained by the Grand Junction Canal Company was passed in 1798; and is entitled, '''An Act for confirming and carrying into Execution certain Articles of Agreement made and entered into between Beilby, Lord Bishop of London, Thomas Wood, Esq. Sir John Frederick, Bart. and Arthur Stanhope, Esq. Sir John Morshead, Bart. and Dame Elizabeth his wife, and Robert Thistlethwaite, Esq. and Selina his wife, and the Company of Proprietors of the Grand Junction Canal; and for other Purposes therein-mentioned.'''

This act may be considered as the foundation of the Grand Junction Water Works, of which it is not necessary in this work to speak particularly.

The immense undertaking, in which the proprietors of the Grand Junction Canal had now, for some years, been engaged, demanded a greater supply of funds than they were able to provide; they therefore were obliged to go to parliament for its authority, to enable them to raise the sums required for the completion of their plans; and obtained another act in 1801, entitled, An Act for enabling the Company of Proprietors of the Grand Junction Canal more effectually to provide for the Discharge of their Debts, and to complete the whole of the Works to be executed by them, in pursuance of the several Acts of the Thirty-third, Thirty-fourth, Thirty-fifth, Thirty-sixth, and Thirty-eighth Years of the Reign of his present Majesty; and for altering and enlarging the Powers and Provisions of the said Acts. They were hereby empowered to raise an additional sum of £150,000; and, to this end, it was thought advisable, that the parts of £100 shares, already or hereafter to be created, instead of being called half, quarter, and eighth parts, should in future be reduced into shares of 10s. each; and that every possessor of one £100 share should, henceforth, be considered as the holder of eight shares at £12, 10s.; and that each holder of one or more such shares of £12, 10s. should have a proportionate part of the profits of the said undertaking, according to his number of shares; but no proprietor can vote who has less than eight such shares, nor give more


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/328

 than one vote for every eight shares he possesses, as far as ten votes; and no proprietor can be elected on the committee who has not at least forty such shares.

At the time of passing this act, it appears that an adjustment of accounts took place between the company and the corporation of London, and a balance of £1,562 being due from the former to the latter, an arrangement was made for liquidating this claim; and, in future, the company agreed to pay the corporation £600 per annum, in lieu of any deficiencies in the tolls due to the corporation, as recited in the first act; the said sum of £600 per annum to be paid clear of all parochial rates, or other deductions whatsoever.

Though so considerable a sum of money had been already raised, it was still found insufficient, and accordingly another act was obtained in 1803, designated, An Act for empowering the Company of Proprietors of the Grand Junction Canal, to raise a further Sum of Money to enable them to complete the Works authorized to be executed, in pursuance of the several Acts passed in the Thirty-third, Thirty-fourth, Thirty-fifth, Thirty-sixth, Thirty-eighth, and Forty-first Years of the Reign of his present Majesty; and for amending, altering, and enlarging the Powers and Provisions of the said Acts. By this the proprietors are enabled to raise a further sum of £400,000, or such parts thereof as they should deem necessary for completing the works; and to provide for the extra cost of making a tunnel at Blisworth, and an aqueduct over the Ouse at Wolverton, and for completing other works yet unfinished, they have power given them to collect the following additional rates.

TONNAGE RATES.
As the Rules established by the first Act for ascertaining the Weight of Timber and other Articles conveyed on the said Canal, had been found very uncertain, it is provided by this Act that the Tonnage for Timber and all other Goods whatever,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/329

 should be charged according to their real Weight. One Hundred and Twelve Pounds Avoirdupois, being deemed and taken for One Hundred Weight with respect to all Timber and other Goods whatever.

By this act it is provided, that a certain part of the money to be raised by its authority shall be appropriated solely to the making and completing of a collateral branch from the canal at Gayton, to join the Nen Navigation at Northampton, and that such collateral branch should be completed on or before the 25th March, 1805, for all purposes stated in the act.

Parliamentary assistance was again sought in the year 1805, when another act was obtained, entitled, An Act for altering, amending, and enlarging the Powers of certain Acts for making and maintaining the Grand Junction Canal. By this act the company, in addition to their other charges, are enabled to demand the following

TONNAGE RATES.
No Tonnage, however, is to be charged in Addition for any Goods, Merchandize, or Things conveyed along or over the Railroad or collateral Communication, or any Part thereof, leading from the said Canal to join the River Nice or Nen, at or near the Town of Northampton, so long as the said Railroad or any Part of the same, should be made use of as a collateral Communication for the Conveyance of Goods, until the said Company shall have completed the Water Communication for the whole Length.

This Act further allows an additional Rate of Sixpence per Ton on all Goods, &c. conveyed through any Lock on the Canal and its collateral Cuts, or any of them, except any Lock between Brentford Bridge and the Thames, a less Distance than Eight Miles, or paying for a Distance of Eight Miles; and it is further provided, that the additional Rate of Sixpence per Ton shall not be paid by Owners and Occupiers of certain Brick Fields in the Parish of lsleworth, on the side of the Canal and Towing-path there, for Bricks or Tiles manufactured there, or for the Coals, Ashes, and Breeze, Sand, &c. used in making them.

The Clause of the first Act, regarding the Conveyance of Timber and Stores for his Majesty's Service is repealed; and the Company are empowered to demand Rates for these as for all other Goods, subject, however, to a drawback of the whole Amount of each Year, provided the Tonnage does not exceed One Thousand Tons; but if more, the drawback shall only be demanded for such Articles, amounting to One Thousand Tons, as shall have been first navigated on the Canal in the preceding Year. By another Act of the same Year, Has, Fifty Thousand Tons of Coal are allowed to be conveyed for One Year, from 1st August, 1805, on the said Canal to London, paying a Rate of 10s. 9Ÿd. per Ton.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/330

In 1812 another act was passed, entitled, An Act to explain, amend, and enlarge the Powers of certain Acts passed for making and maintaining the Grand Junction Canal, by which the proprietors were enabled to complete their truly arduous undertaking, and, agreeably to the provisions of the said act, to make a sufficient reservoir for supplying the mills situated on the River Colne; they were also pledged by this act to make similar reservoirs for the mills upon the Berkhampstead or Bulbourne River, and on the united Rivers Bulbourne and Gade; which however they did not do; but, in lieu thereof, erected a steam engine near Nash Mill, on the Bulbourne and Gade, and also made and worked side-ponds at four locks, situate near Nash Mill aforesaid, in order to diminish the consumption of water. Disputes having arisen between the company and the owners of the various mills, through the ponds of which, by some great error, the line of canal passes, and great delays having occurred in passing the above-noticed locks, the company applied for and obtained another act, bearing date 17th March, 1818, entitled, An Act to enable the Grand Junction Canal Company to vary the Line of Part of their Canal in the county of Hertford, and for altering and enlarging the Powers of several Acts relating to the said Canal.

By this act that part of the canal between Frogmoor Swing Bridge, in the parish of Hemel-Hempstead, and its junction with the Tail Water of Nash Mill, was abandoned, and the line of canal carried into the united Rivers Bulbourne and Gade, as far as Nash Mill aforesaid, thereby preventing waste of water and loss of time in navigating. The company are also enabled to borrow a further sum of £30,000 for the purposes of the act; for completing the said deviation; and for making any other improvements on the same.

The next act was obtained in June, 1819, and entitled, An Act to vary and alter certain Acts of his present Majesty, relating to the Grand Junction Canal, the Grand Junction Water Works, and the Regent's Canal, in order to effect an Exchange of Water, for the better Supply of the Regent's Canal Navigation and Grand Junction Water Works.

It will be now necessary to state the different levels on which the canal is constructed, from its junction with the Oxford Canal


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/331

Rh at Braunston to its termination at Brentford. There are two summit levels; one at Braunston, the other, and most considerable, at Tring. From the junction of the two canals, by Braunston Tunnel, which is two thousand and forty-five yards long, there is a rise of 40 feet, in a distance of five miles and a quarter, to Norton; from Norton to Blisworth Tunnel, (which is three thousand and eighty yards in length,) the distance is fourteen miles and a quarter, with a fall of 60 feet; from Blisworth Tunnel to the Stratford Branch, six miles, with a fall of 80 feet; from Stratford Branch to Fenny Stratford, ten miles and a half, with a fall of 10 feet; from Fenny Stratford to the Wendover Branch, in a distance of thirteen miles and a half, there is a rise towards the summit level in Tring parish, of 100 feet; from Wendover Branch to the principal summit at Tring aforesaid, a rise of 50 feet; the summit level here is nearly three miles and a half in length; the descent is then continued with little intermission by Hemel-Hempstead, Rickmansworth, and other places, to Harefield Park, a distance of twenty-one miles, with 300 feet fall; thence to Uxbridge, four miles, with 16 feet fall; from Uxbridge to its termination at Brentford, there is a level of seven miles, the elevation of the summit level at Tring being 380 feet above low-water-mark in the Thames at Limehouse. The Paddington Branch of fourteen miles, is 90 feet above low water.

The main line of the canal, as before stated, is upwards of ninety miles in length; its depth averages 5 feet, and its width 43; the Paddington Branch, which may in fact be considered a continuation of the main line, is of the same dimensions, and it is remarkable that for nearly twenty miles, reckoning from the wharf at Paddington to Uxbridge, the direction of the canal is so level, as to require only one lock. The branch to Old Stratford is also of the same depth as above, and has no lock in a distance of one mile and a half. The continuation of this branch to Buckingham has two locks in a distance of nine miles and a half, with a depth of 4 feet, and width of 28. The Bulbourne Branch is nearly seven miles long, without lock, 4½ feet deep, and 32 feet wide. The whole number of locks from the junction with the Oxford Canal at Braunston, to the termination of the Paddington Branch, is ninety-eight; their dimensions on the main line are, width 14½


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/332

 feet; length, from upper to lower gates, 82 feet. On the Buckingham Branch, at the junction with the Old Stratford Branch, the locks are 7 feet wide, with a rise of 13 feet; the rise of the other locks averages about 7 feet each, and require nearly two hundred and fifty tons of water to fill them. The communication with Northampton and the River Nen is by a double railway, allowing carriages, going different ways, to pass without interruption. The two tunnels average a width of 15 feet, and a height of 19 feet; that at Blisworth is 60 feet below the summit of the hill, through which it is excavated. There is a line of deep cutting through the great chalk-hills between Cow-Roost and Bulbourne, which is three miles long, and, in some parts, 30 feet deep; near Blisworth Tunnel, and at Dawley, there are also great lengths of cutting of considerable depth; and, between Wolverton and Cosgrove, there is a very lofty embankment, with three aqueduct arches, at the crossing of the Ouse River: by means of this embankment nine locks are avoided, and a length of twelve miles of level pound on the north side of the embankment is held up by a single lock of 18 inches rise. The embankment is half a mile long, and, at the crossing of the Ouse, 30 feet high. An unfortunate mistake occurred in taking the levels near Fenny Stratford, for rectifying which it was necessary to place another lock of 18 inches rise, in order to hold up a pound of some miles, which otherwise would have been united to a level pound of ten miles near the same town. There are various embankments at Weedon Beck, Bugbrook and other places, which it would be superfluous to notice particularly, though several of them are of considerable size. Some extensive pieces of water are on the canal in different places; the largest being at Harefield Moor, Great Berkhampstead, Halton Park, and Wendover. In a line which passes through the ponds of so many mills as this does, it is necessary to have a more than ordinary number of reservoirs to supply the consumption of water in these, as well as in the canal itself; the Grand Junction has five; one at Daventry, another at Weston Turville, and a third at Braunston; these are all of large size. There is also one at Wilston, covering forty acres of ground; but the largest is at Aldenham, covering above sixty acres.

Several feeders are connected with this navigation on different


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/333

 parts of the line; that for the southern summit is near Wendover; and there are three others near Tring and Miswell, the last of which is arched over to the length of a quarter of a mile. The northern summit's feeder is from Watford, near Daventry; and this level has also its banks considerably raised for the purpose of accumulating extra water during wet weather. The water let down from this summit by lockage is again pumped up out of the level of the Oxford Canal by a powerful steam engine. The water out of the Wilston Reservoir is also pumped into the Wendover Branch of the southern level by an engine erected in 1803; and a little below Two-Waters, in the Colne Valley, the lockage: water of four locks there is returned by another engine. A great saving of water is also effected on the north and south sides of the Tring Summit Level, by the addition of side-ponds to the locks, and there are many considerable tumbling bays or weirs throughout the line, the most remarkable of which are near Great Berkhampstead, Uxbridge, and the passage of the Tove or Towcester River; the necessity for which has been occasioned by the peculiar direction of the line, which, as we have before stated, passes through an immense number of mill-ponds: besides these, there are over-falls, stop-gates and trunks, culverts and bridges, in great numbers. The navigation of this canal is used by barges, square at head and stern, and having flat bottoms, of sixty tons burthen, and smaller vessels of twenty-five tons burthen, with sharp heads and sterns. The canal was opened from its junction with the Oxford Canal to the embankment at Weedon Beck, in 1796, and, before the end of 1797, extended to the tunnel at Blisworth; a communication between Two-Waters and the Thames was effected in 1798; in the ensuing year the canal was completed as far as Bulbourne, together with the Wendover Branch; in 1800 the canal, commencing at the Thames, had reached the south end of the projected tunnel at Blisworth; and, till this was completed, a communication between this part and the one from the Oxford Canal, which, as is seen above, was opened as far as the north end of the same tunnel, was made by a temporary railroad three miles and upwards in length, over Blisworth Hill. In 1801 the Buckingham Branch was completed, and the whole of this magnificent line opened in 1805, when the Blisworth Tunnel was finished.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/334

It will be seen, from the title of one of the acts quoted above, that the company had powers granted for supplying part of Paddington with water; they have also immense warehouses and covered docks at White Friars, which afford stowage to the boats and barges of Mr. Pickford's establishment. At Paddington there is a basin four hundred yards long, and thirty broad, with ranges of wharfs, warehouses, and immense sheds for stowing goods in all directions around it; in addition to which, there are all necessary accommodations for persons attending the Paddington Market (established in 1802,) with cattle, hay, corny vegetables, &c.

Packet-boats regularly ply on the canal between London and Uxbridge, for the conveyance of passengers and parcels; and Mr. Pickford has a succession of barges day and night, conveying goods on this canal and those connected with it. Mr. Barnes, Mr. Telford, Mr. Holland, Mr. Jessop, and Mr. Bevan, all of them engineers of first rate abilities, have been consulted and employed on this canal, and the expectation of the original projectors, as far as regards public utility, have been fully realized. The design of making a communication between the Grand Junction and the various docks at London, has been effected by the Regent's Canal, out of which this company have now the privilege of taking the water, which they before were authorized to take from the Thames.

The advantages which the metropolis, and indeed all places on the main line and branches, derive from this grand undertaking, are incalculable. The staple goods of Manchester, Stourbridge, Birmingham, and Wolverhampton; cheese, salt, lime, stone, timber, corn, paper, bricks, &c. &c. are conveyed by it to London, whilst in return, groceries, tallow, cotton, tin, manure, and raw materials for the manufacturing districts, are constantly passing upon it. The immense trade on this concern is briefly stated, by observing that the tonnage amounts to near £160,000 per annum.

GRAND SURREY CANAL.
41 Geo. III. C. 31, R. A. 21st May, 1801.

47 Geo. III. C. 80, R. A. 8th Aug. 1807.

48 Geo. III. C. 99, R. A. 3rd June, 1808.

51 Geo. III. C. 170, R. A. 15th June, 1811.

THE first act obtained for the execution of the Grand Surrey Canal is entitled, 'An Act for making and maintaining a navigable


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/335

 Canal from the River Thames, at or near a place called Wilkinson's Gun Wharf, in the parish of St. Mary, at Rotherhithe, in the county of Surrey, to the town of Mitcham, in the parish of Mitcham, in the said county; and also divers collateral Cuts or Branches communicating from the same to certain parishes and places within the counties of Surrey and Kent. By this act the proprietors are made a corporate body, under the title of "The Company of Proprietors of the Grand Surrey Canal," and are empowered to raise the sum of £60,000 in shares of £100 each, or by loan on bond, or mortgage, with a further sum of £30,000, if necessary.

The canal commences at Wilkinson's Gun Wharf on the south banks of the River Thames, in Rotherhithe, a quarter of a mile below the Thames Tunnel, and directly opposite Shadwell Dock. It almost immediately enters the docks belonging to the navigation, along which it continues upwards of twelve hundred yards, running parallel with the Commercial Docks. Hence its course is southward, entering Kent and approaching, at Bridge Place, within two hundred and fifty yards of the King's Dock Yard at Deptford. Its course from this point is directly west by Peckham New Town, crossing the Kent Road, and thence in a straight course to the north side of Adlington Square, Camnberwell Road, where it terminates. Its total length, including the docks, is four miles and six chains. Within seven furlongs of its western termination, there is a branch of half a mile in length proceeding southwardly to Peckham; and near its junction with the Thames, there is a capacious outer dock on the west side of the main dock, five hundred and seventy yards in length.

By the act it is provided that the intended canal and cuts shall be supplied with water from the Thames, and all other rivers, streams, or brooks found in digging the said canal, except the River Wandle and streams, within two thousand yards thereof, running into the same. The company may also cut collateral branches to any place within fifteen hundred yards thereof, with consent of the owners, on purchasing the ground. Aqueducts are to be made, if necessary, over the Wandle, at least 15 feet from mark-stake high in that river, to the surface of the water in the canal, and proper aqueducts over an intended railway from


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/336

Wandsworth to Croydon, so that loaded waggons may pass under the same; the span of the arch under such aqueducts to be full 16 feet wide. The company may make rollers, inclined planes, railways, waggon-ways, and cranes, if the conveyance of goods over any part of the projected line should require it; such rollers, ,&c. to be considered as part or parts of the said canal or branches. If the cut into Greenland Dock should be made, the proprietors are to pay certain sums to be agreed upon by them and the proprietors of the dock, for the use thereof for vessels on this canal. This act also provides that the company shall receive the following

TONNAGE RATES.
And in Proportion for more or less than a Ton, and more or less than a Mile.

Vessels passing in or out of any Outlet or Lock communicating with the Thames, to pay according to their Tonnage as for One Mile; which Charge shall never be calculated for less than Five Tons. The same Quantum of Rate to be paid for every Vessel passing up or down any Inclined Plane.

Vessels entering any other company's basins, and landing or taking in goods, shall pay the following rates.

RATES.
This last Rate is to be deducted from the gross Amount of Toll, provided the Vessel so charged shall afterwards proceed along the whole Line or collateral Cut.

Fractions of a Quarter of a Ton or a Quarter of a Mile to be reckoned as a Quarter of a Ton and a Quarter of a Mile. Fifty Cubic Feet of Fir, Balk, Poplar, Deal or Birch; Fifty Cubic Feet of Round, and Forty Cubic Feet of Square Oak, Ash, Elm, Beech, or other Timber not cut into Scantlings, to be estimated as One Ton; One Hundred and Twelve Pounds Avoirdupois of all other Goods, Wares, Merchandize, or Things whatsoever, tobe considered One Hundred Weight; and Two Thousand Two Hundred and Forty Pounds Weight of the same, One Ton. Rates for conveying small Parcels to be fixed by the Proprietors; and Goods remaining on the Wharfs above Twenty-four Hours to be paid for according to Bargain between said Company and the Owners.

The act further provides that £2, 2s. shall be paid as a fine or acknowledgment to the mayor and commonalty of London, for the liberty of opening a communication between the canal and the