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 will shew, in less time than words can express it, the great advantages which cannot fail to attend the execution of this grand scheme, for passing such a mountainous tract of country.

CROUCH RIVER.
THIS river has its source about three miles east of the magnificent seat of Lord Petre, called Thorndon Hall, in Essex; whence, its course is easterly, passing to the south of the town of Billericay, and Wickford, to Hull Bridge, to which place it is navigable for barges at high water. From hence its course is directly east, by Cricksey and Burnham, to Foulness, where it falls into the Thames. It is sixteen miles in length, and being a tideway river, is consequently free of toll.

As a navigation, it is chiefly used for the importation of fuel and groceries, and for the export of agricultural produce.

CROYDON CANAL.
41 George III. Cap. 127, Royal Assent 27th June, 1801.

48 George III. Cap. 18, Royal Assent 14th April, 1808.

51 George III. Cap. 11, Royal Assent 4th April, 1811.

THIS canal commences in the Grand Surrey Canal, about three quarters of a mile west from Deptford Dock Yard; from whence its course is southerly, crossing the London and Greenwich Road near New Cross, and shortly afterwards enters Kent, whence it passes Brockley, Sydenham, and re-enters Surrey, on the east side of Penge Common, over which it passes in a direct course, to its termination at Croydon, where there is a convenient wharf and basin. Its length is nine miles and a half; in the first of which it rises 70 feet, by twelve locks; from whence, it continues level something more than three quarters of a mile, where another series of locks, termninating at the entrance into Forest Wood, and rising 79½ feet in the space of three quarters of a mile, conducts to its summit level, which is seven miles in length. The act for making


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 it was obtained in 1801, by a company consisting of two hundred and four persons, (amongst whom were the Duke of Norfolk, Lord Gwydir, Sir Francis Baring, Sir C. W. Blunt, Sir John Bridger, Admiral Pigot, Sir Thomas Turton, and Sir Benjamin Harnmett and Company,) who were incorporated by the name of "The Company of Proprietors of the Croydon Canal." It is entitled, An Act for making and maintaining a navigable Canal from, or from near, the town of Croydon, in the county of Surrey, into the Grand Surrey Canal, in the parish of St. Paul, Deptford, in the county of Surrey; and for supplying the towns of Croydon, Streatham, and Dulwich, and the district called Norwood, in the parish of Croydon, in the said county of Surrey, and the town of Sydenham, in the county of Kent, with Water from the said Canal. Many clauses are introduced in the act for the protection of the mill owners on the Rivers Wandle and Ravensbourne, or any streams running into them, and as the company are prohibited from taking water from any of these, they are, with this view, required to maintain the surface of the summit pool of the canal 2 feet above the highest part of Croydon Common. To carry this canal into execution, the company were empowered to raise among themselves the sum of £50,000, in five hundred shares of £100 each, and, if necessary, a further sum of £30,000, or by mortgage of the undertaking.

This canal is 5 feet deep, and the locks are 60 feet long and 9 feet wide, and it is supplied with water by small reservoirs, (one of which is situate on the edge of Penge Common,) and by drains cut in the adjoining lands, though the act gives authority to raise water for this purpose from the Grand Surrey, which is on a level with high water in the Thames; but at that time it seems to have been the intention to use inclined planes instead of locks; and the steam engines to be used in raising the water, to replace the loss by leakage and evaporation, were also intended to draw the boats up the inclined planes.

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

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


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Author:William Montagu Manning

Works

 * Notes of Proceedings in Electoral Revision Courts (1832)
 * Reports in Court of King's Bench (6 vols., 1832) (joint author of Neville and Manning's)

title: Author:William Montagu Manning


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Author:Walter Baldock Durant Mantell

Works

 * Medals of Creation
 * Atlas of Fossil Remains

Contributions to Transactions and Proceedings of the New Zealand Institute

 * Address on the Moa (abstract) (1868)
 * Anniversary Address of the President of the Wellington Philosophical Society (1870)
 * On Moa Beds (1872)
 * On the Botany of Tahiti. (Author unknown.) Communicated by the Hon. W. B. D. Mantell (1873)

title: Author:Walter Baldock Durant Mantell


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TOLLS FOR PASSING ON THE TOWING PATHS.
And so in proportion for any greater or less Number.

Forty Cubic Feet of Round, and Fifty Cubic Feet of Square Oak, Ash, Elm, or Beech Timber, and Forty Feet of Fir or Deal, Balk, Poplar, Birch, or other Timber or Wood, not cut into Scantlings, shall be deemed a Ton.

Boats under Twenty Tons, not to pass any Lock without leave, unless Tonnage is paid for that Weight.

A clause is introduced in this act, securing to the corporation of London, as conservators of the Thames, the annual sum of £40, as a compensation for any diminution which may arise in the tolls and duties made payable by an act of the 17th of George III. for particulars of which, see article, 'Thames River.'

Mr. John Rennie and Mr. Ralph Dodd were the engineers originally employed upon this canal.

In 1808 the company found it necessary to apply again to parliament for an act to enable them to raise more money, which is entitled, An Act for enabling the Company of Proprietors of the Croydon Canal, to complete the same, by which it appears, that of the £50,000 and £30,000 authorized to be raised by the former act, they had obtained, by subscription, £47,508, and borrowed the sum of £20,357, and from rents of land and sale of timber and clay, £195, 16s. 6d. making, together, £68,060, 16s. 6d. the whole of which had been expended on the works, with the exception of a balance of £449, 19s. 1d.; and that to complete the works and repay the money borrowed, the sum of £30,000 will be required, which sum the act of 48th George III. enables them to raise, by creating new shares, or by promissory notes under the common seal of the company, or by mortgage.

Three years after the passing of the last act, an application was again made to parliament, when another was obtained, entitled, Act for enabling the Company of Proprietors of the Croydon Canal, to raise Money to complete the said Canal and Works; and for amending the former Acts relative thereto, in the preamble of which it is stated, that the company have raised the sum of £30,000, authorized by the last-recited act, by creating new shares of the value of £19,900, and by borrowing, on mortgage, the sum of £10,100; and they have, by virtue of the powers


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 of the act of 41st George III. (since the last-recited act,) raised, by shares, £9,647, which said sums have all been expended on the canal and works, except the sum of £2,658, 9s. 7d.; but in consequence of the high prices of the land required for the canal and reservoirs, and the expenditure in the necessary erection of wharfs, warehouses, &c. the company have incurred a debt of £25,700. It further states, that for the purpose of constructing the reservoirs, bridges, and other additional works, they will require the sum of £7,343; and for the discharging of their debts and completing the canal and works, the further sum of £50,385. This act, therefore, authorizes them to raise these by granting annuities, with benefit of survivorship, if required, for the works above-mentioned, and to pay off the mortgage debt of £29,615. The work is directed to be put under the management of a committee of from fifteen to twenty-one persons, who are severally possessed of five shares at the least.

The principal object of this canal is the supply of Croydon and its vicinity with coal, deals, and general merchandize, and the export of agricultural produce, chalk, fire-stone, fuller's-earth, &c. to London.

CROYDON, MERSTHAM AND GODSTONE RAILWAY.
43 George III. Cap. 35, Royal Assent 17th May, 1803.

46 George III. Cap. 93, Royal Assent 3rd July, 1806.

THIS railway commences at the south end of the Surrey Iron Railway, on the west side of the town of Croydon, from whence it proceeds, in a southerly direction, running parallel with the Brighton Road, to the village of Merstham, from whence, the act gives authority to continue it by Gatton Park, the residence of Sir Mark Wood, Bart. to the town of Reigate. The Godstone Green Branch commences at Merstham, whence it takes a south-eastwardly course by Pendhill and Chevington, and terminates at Godstone Green, on the high road between Croydon and East Grinstead. From croydon to Merstham the length is nearly eight miles and three quarters, and from thence to Reigate, three miles


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 and three quarters; and the Godstone Branch is in length three miles and a quarter. The estimate for the whole was made by Mr. William Jessop, and amounted to the sum of £52,347, of which, £35,800 was subscribed before going to parliament, and the act, authorizing its execution, is entitled, An Act for making and maintaining a Railway from, or from near, a place called Pitlake Meadow, in the town of Croydon, to, or near to, the town of Reigate, in the county of Surrey, with a collateral Branch from the said Railway, at or near a place called Merstham, in the parish of Merstham, to, or near to, a place called Godstone Green, in the parish of Godstone, all in the said county of Surrey. It was obtained by a company consisting of seventy-three persons, amongst whom were Sir R. Barclay and Sir J. Lade, Baronets, who were incorporated by the name of" The Croydon, Merstham and Godstone Iron Railway Company," who are empowered to raise among themselves the sum of £60,000, in six hundred shares of £100 each; and if this is found insufficient, they may raise an additional sum of £30,000, or by mortgage of the rates which are as follows.

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

One Hundred and Twenty Pounds Avoirdupois, to be deemed a Hundred Weight.

Owners of Lands may erect Wharfs, but if they refuse, the Company may do it and charge a reasonable Sum for all Goods remaining longer than Twenty-four Hours.

In the preamble of an act of the 46th George III. entitled, An Act for better enabling the Company of Proprietors of the Croydon, Merstham and Godstone Iron Railway, to complete the same, it is stated, that the company had been enabled only to raise the sum of £45,500, instead of £90,000; the act, therefore, empowers them to raise the remaining sum of £45,500 among themselves, or by creating new shares, or by promissory notes under the common seal of the company, or by mortgage or annuities secured on the rates.


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By the first recited act, two years only were allowed to make that part of the line towards Reigate, which passes through Gatton Park Estate, and as this was not done within the time, the power to make it has consequently ceased. The railway is double throughout, and is, with the carriage driver's path on each side, 24 feet in width.

The principal object is to facilitate the transit to London, of the heavy minerals and other produce, found in the vicinity of its southern end, which is effected by its connection with the Surrey Iron Railway, and the Croydon Canal; and, in return, to bring sea-borne coal and other general merchandize, for the supply of this district of country.

DANE RIVER.
7 George L Cap. 17, Royal Assent 7th June, 1720.

THIS river rises on the west side of Axedge, a mountain in Derbyshire, from whence it pursues a south-eastwardly course, forming, for several miles, the division between the counties of Derby and Chester, and afterwards of Stafford and Chester; from whence it flows past the town of Congleton, and by the beautiful seats of Somerford Park, Swettenham Hall, and Davenport Park; thence, by Holmes Chapel, and within a mile of Middllewich, where it is crossed by the Trent and Mersey or Grand Trunk Canal; from which place it pursues a north-eastwardly and very serpentine course, by Bostock Hall and Whatcroft, to the town of Northwich, where it falls into the Weaver Navigation, a little above the bridge.

As no portion of this river is navigable, we introduce it merely because an act was passed for making it so, in the early part of the reign of George I. which is entitled, An Act for making navigable the River Dane, from Northwich, where it joins the River Weaver, to the falling of Wheelock Brook, in the county of Chester. The stream here mentioned, enters the River Dane at the place where the Grand Trunk Navigation crosses it, in its course to Northwich, so that whatever object the original projectors had in view, it is presumed that it will now be much more effectually answered.


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DARENT RIVER.
THIS river rises in Surrey, two miles from Westerham, from whence it takes an eastwardly course down one of the most beautiful vales in Kent, passing Hill Park, Brasted Place, and Chipsted, to River Head, where it takes a northerly course by Lullingstone Castle, (the seat of Sir Thomas Dike, Bart.) Farningham and Darent, to the town of Dartford. From this place to the Thames, into which it falls in Longreach, it is navigable for barges at high water. The navigable part is in length about four miles, all tideway and free of toll; and it is chiefly used for the trade of Dartford. The celebrated Dartford Gunpowder Mills are situate on its banks, besides other manufactures in the vicinity, which reap the benefit necessarily resulting from this navigation.

DART RIVER.
THIS river rises on the south side of Cut Hill, on Dartmoor Forest, in the county of Devon; from whence it pursues a southerly direction to Two Bridges, and thence, south-eastwardly, by New Bridge and Buckfastleigh, to a mill weir about a mile above the town of Totness, to which place it is navigable. Its course, to the sea, is very crooked, by the above-mentioned town, Stoke Gabriel, and the port of Dartmouth, a mile below which place it falls into the English Channel, in Dartmouth Harbour. The navigable part, by the low water channel, is twelve miles and a half in length; the tide flows throughout, and it is free of toll. The entrance to the river forms an excellent harbour, and as Dartmouth is a port, into which, in the year 1824, seventy-three English and six Foreign ships entered, some estimate may be formed of its importance.

As a navigation, the chief uses to which it is put, are the conveyance of coal and shell-sand manure from Totness and vicinity; and to export the produce of the tin, lead and copper mines, which are worked to a considerable extent on the borders of Dartmoor Forest.


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DEARNE AND DOVE CANAL.
33 George III. Cap. 115, Royal Assent 3rd June, 1793

39 & 40 George III. Cap. 37, Royal Assent 30th May, 1800.

THIS canal commences in a side cut belonging to the River Dunn Navigation, near to the Dunn Pottery, in the township of Swinton; from whence, it takes a north-westwardly course through a short tunnel, about a mile from the Dunn; thence, by Wath, Brampton, Wombwell and Ardsley, to its termination at the aqueduct conducting the Barnsley Canal over the River Dearne, near Barnsley. The length is nine miles and a quarter, with a total rise, at the above-mentioned point of junction with the Barnsley Canal, of 127 feet. In little more than half a mile from its commencement, there are six locks, rising 36 feet 9 inches; from thence, to within a quarter of a mile of the Cob Car Ing, or Elsiker Branch, it is three miles and a half, and level; to the above-mentioned branch it rises 30 feet 3 inches, by four locks, and from thence, to within less than half a nlile of the Worsbrough Bridge Branch, it is level; in the next half mile, to the last-mentioned branch, there are eight locks, rising 60 feet; from thence, to the Barnsley Canal, it is level. The branch to Worsbrough is two miles in length, and level; and the branch to Elsiker Iron Works, (belonging to Earl Fitzwilliam,) is two miles and a half; rising 48 feet, by six locks. This canal is chiefly supplied with water from reservoirs situate at Elsiker, and in the vale of Stainbro', called the Worsbrough Reservoir. From some extensive collieries situate to the south of Stainbro' Hall, there is a railway extending to the basin at Worsbrough Bridge, which, together with the produce of the iron furnace working there, furnishes considerable tonnage upon this branch.

The first act relating to this navigation, received parliamentary sanction in 1793, and is entitled, An Act for making and maintaining a navigable Canal from the River Dunn Navigation Cut, in the township of Swinton, to or near, the town of Barnsley, in the parish of Silkstone, in the West Riding of the county of York; and certain collateral Cuts branching out of the said Canal.


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It was obtained by a company of two hundred and eleven persons, amongst whom were the Duke of Leeds, Earl Fitzwilliam, Sir L. Copley, Sir G. Wombwell, and Sir F. Wood, Baronets, who were incorporated by the name of "The Dearne and Dove Canal Company," and authorized to raise among themselves, for the purposes of this act, the sum of £60,000, in six hundred shares of £100 each, and, if necessary, a further sum of £30,000, or by mortgage, on assignment of the undertaking as a security.

TONNAGE RATES.
Vessels passing any one of the Locks of this Navigation shall pay for Six Miles, and the lading shall be charged as not less than Thirty Tons; and in case the lading be of Articles charged of various Rates, any Quantity that it is wanting of Thirty Tons shall be charged at the highest Rates; but if such Boat be going up, and return with Coal or other Matters, and shall pay the Rates for Thirty Tons or upwards in coming down, then such lading shall be charged Rates according to the Quantity and Distance carried.

Fractions of a Mile to be charged as a whole Mile, and Fractions of a Ton, according to the Number of Quarters.

As it was apprehended that the Barnsley Canal would he made to communicate with this Navigation, it was enacted that any light Vessel going up from Swinton, and through a Junction Lock, (directed to be made within One Hundred and Fifty Yards,) into the proposed Barnsley Canal, and not return loaded the same Way, shall pay the full Rates of Three-halfpence per Ton, per Mile, upon Thirty Tons; and if down the Canal light, and return loaded, the same Rates as before specified.


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WHARFAGE RATES.

 * More than 24 Hours, and not more than Six Days. + Six Days, but less than One Month. ± One Month, but less than Six Weeks. § Six Weeks, but less than Two Months. II Two Months, but less than Ten Weeks.

Sixteen Cubic Feet of Stone, Ten Superficial Yards of Flag Paving-stone, (from One to Two Inches and Three Quarters Thick,) Ten Yards of Lineal Curb Stone, (from Eleven to Thirteen Inches Wide and from Five to Seven Inches Thick,) Forty Cubic Feet of English Oak Timber, Fifty Cubic Feet of Elm, Ash, and other English Timber, Fifty Cubic Feet of Fir, and all other Foreign Timber, Thirty Deals of Battens, (Twelve Feet Long, Three Inches Thick, and from Nine to Twelve Inches Broad,) shall be respectively deemed One Ton for the Purposes of this Act.

EXEMPTION FROM TONNAGE RATES.
Dung, Soil, Marl, Ashes of Coal and Turf and all other Manure, except Lime, for the Improvement of Lands through which the Canal is intended to pass; all Materials for the repairs of Roads, (except Flag, Curb, and Paving-stones,) provided they do not pass a Lock, except at such Times as when the Water flows over the Waste Weir.

Vessels of less Burthen than Thirty Tons not to pass through Locks without leave, unless they pay Tonnage for the same as for a Boat of Thirty Tons, laden with Coal.

The company are restricted from taking, for the supply of the canals and branches, any water from Blacker Brook or Hollin Well Spring, in the township of Worsbrough; or from the River Dove or Dodworth Brook, except for the purpose of filling the reservoir in Stainbro' Valley, at a time of flood water.

This act authorizes proprietors of lands to make railways to any mines within one thousand yards of the canal; but in the parish of Wath, they may extend them two thousand yards. The


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188 canal is 4 feet 6 inches deep, and the locks are 53 feet in length, and 14 feet 4 inches wide; admitting such vessels as usually navigate the Dun, and Aire and Calder Navigation.

Seven years subsequent to the date of the first act, the company were, after having completed a considerable portion of the canal, under the necessity of applying to parliament for another act, to enable them to borrow more money and to increase the rates; which act received the royal assent on the 30th May, 1800, and is entitled,  'An Act to enable the Dearne and Dove Canal Company to finish and complete the said Canal, and the several collateral Cuts branching therefrom; and for explaining, amending and enlarging the Powers of an Act, passed in the Thirty-third Year of the Reign of his present Majesty, for making and maintaining the said Canal and collateral Cuts; and for increasing the Tolls thereby granted.'  This act empowers the company to raise among themselves, or by the admission of new subscribers, or by calls upon the original shareholders, the sum of £30,000, instead of by mortgage, as prescribed by the former act; if by a new subscription, the act directs it to be raised by dividing the same into six hundred half shares of £50 each; and if this sum be insufficient, they may borrow an additional £10,000, on mortgage of the undertaking.

Power is also given to demand one-half, or fifty per cent. additional tonnage, and the same advance upon cranage, porterage, warehouse and wharfage rates, upon every article, except flag paving-stone, limestone or lime, which shall have been previously navigated up the Barnsley Canal from Wakefield.

Mr. Whitworth, who projected and laid out this canal, continued to be the engineer till the time of his death. The works were finished and the opening took place in 1804.

The chief object of the undertaking was to open a cheaper communication with the mining districts towards its western termination, in order that their rich and various productions should find a more advantageous market; and to give greater facilities for the transit of the manufactures of Barnsley to the port of Hull.


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Rh

THIS river has its source near the town of Debenham, in Suffolk, from whence it takes a south-eastwardly course by Nonewden Hall, Easton, and by Campsey Meer and Abbey, to near Beverets, whence it pursues a south-westwardly course by Ufford and Bromswell, to Wilford Bridge, about a mile above the town of Woodbridge, to which place it is navigable. The course from Woodbridge is nearly south, passing Waldringfield and Hemley, to within a mile and a half of Felixstow, where it falls into the sea about four miles north-west of the port of Harwich. From Woodbridge, the river, at high water, has the appearance of a considerable estuary, being in some parts, and in particular opposite the village of Waldringfield, above half a mile in width.

The length of the navigation is about nine miles and a half, and at Woodbridge there are docks for the building of ships and other vessels, besides commodious wharfs and quays; there is also a dock for ship building near Ramsholt, situate about six miles down the river. The tide flows its whole length, and it is free of toll, the principal trade upon it being the import of coal and deals, and the export of the surplus agricultural produce of this part of Suffolk.

{{smaller|
 * 11 & 12 Wil. III. C. 24, R. A. 11th Apr. 1700.
 * 6 Geo. II. C. 30, R. A. 13th Jane, 1734.
 * 14 Geo. II. C. 8, R. A. 2lst Mar. 1740.
 * 17 Geo. II. C. 28, R. A. 12th May, 1744.
 * 26 Geo. II. C. 35, R. A. 15th May, 1753.
 * 31 Geo.III, C. 88, R. A. 10th June, 1791.

{{sc|This}} river has its source on the north side of a mountain in Merioneth, North Wales, called Arennig; from whence it flows by the town of Bala, and from thence, north-eastwardly, by Corwen, to Llantysilio, to which place, from Bala Lake, it is used as feeder to the Ellesmere Canal. From Llantysilio it runs by Llangollen, and thence to the place where the famous Pont-y-Cysylty Aqueduct has been thrown across it; it then proceeds within a short distance of Wynnstay, (the seat of Sir Watkin Williams


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 Wynn, Bart.) from whence it pursues a northerly and serpentine course, passing Eaton Hall, the splendid mansion of Earl Grosvenor, to the city of Chester, from which place, to the sea, it is navigable. The length of the present navigation, from Hand Bridge to the end of the new channel, where it opens into the estuary of the Dee, is little more than eight miles; and from thence, by the low water channel, passing Park Gate, to the opening into the Irish Sea, off Great Helbre Island and Light House, the distance is fifteen miles and a half.

The first act of parliament relating to this river occurs in the 11th and 12th years of the reign of William III. entitled,  'An Act to enable the Mayor and Citizens of Chester to recover and preserve the Navigation of the River Dee,'  in which it is stated, that the Dee was anciently navigable to Chester for ships and vessels of considerable burthen, but by neglect of the said river, and for want of sufficient protection against the flux and reflux of the sea, the channel had become so uncertain, that the navigation was nearly destroyed. It was upon this River Dee, as history relates, that Edgar the Peaceable was rowed by eight tributary princes.

By the act of William, however, the mayor and citizens of Chester were authorized to make the Dee navigable, between Chester and the sea, for ships of one hundred tons burthen or upwards; and for which certain rates on coal, lime, and limestone, were allowed to be collected for the term of twenty-one years; in which time, however, the river was not made navigable, although considerable sums of money were spent in endeavouring to attain this desirable end.

Another act was therefore obtained in 1734, entitled,  'An Act to recover and preserve the Navigation of the River Dee, in the county palatine of Chester,' by which Nathaniel Kinderley, his heirs and assigns, were appointed undertakers of the navigation, and authorized to make the river navigable to Wilcox Point, with 16 feet water in moderate spring tides.

Seven years were allowed for the execution of the necessary works, and certain rates were allowed to be collected; but it appears that Kinderley was in trust for Thomas Watts and Richard Manley, Esquires, who afterwards nominated forty persons as the undertakers.


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By an instrument dated 9th of April, 1734, these last-mentioned gentlemen, together with Joseph Davis and William Parsons, of London, and ninety others, agree to raise a joint stock of £40,000, in four hundred shares of £100 each, for the purpose of carrying the act into execution; but, as more money was wanted, it was agreed by deed-poll, on the 17th of August, 1736, to advance ten per cent, on the original subscription, and in a little time afterwards twenty per cent; and it further appears, that the sum of £47,830 was expended in making a new channel for the Dee, and vesting £10,000 in South Sea Annuities, to answer any claim for damages in making the navigation.

The new channel was opened in April, 1737, and the whole of the works completed before the 25th of March, 1740; and on the 11th of December in the same year, it was agreed that the joint stock should be increased to £52,000, and that the company should be incorporated. Accordingly an act was obtained in the 14th George II. entitled,  'An Act for incorporating the Undertakers of the Navigation of the River Dee,'  by which they were incorporated by the name of "The Company of Proprietors of the Undertaking for recovering and preserving the Navigation of the River Dee," and empowered to do what Nathaniel Kinderley was authorized to do in the preceding act; but as the high rates granted under the 6th of George II. were injurious to the trade of Chester, it was again agreed to reduce them. An act was in consequence obtained in the 17th of George II. entitled,  'An Act for explaining and amending an Act passed in the Sixth Year of his present Majesty's Reign, entitled, An Act to recover and preserve the Navigation of the River Dee in the county palatine of Chester; and another Act passed in the Fourteenth Year of his present Majesty's Reign, entitled, An Act for incorporating the Undertakers of the Navigation of the River Dee; and for repealing the Tonnage Rates payable to the said Undertakers; and for granting to them other Tonnage or Keelage Rates in lieu thereof; and for other Purposes therein mentioned;'  by which the rates allowed in the former acts are repealed, and the following substituted.


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TONNAGE RATES.
And so in proportion for any greater or less Quantity than a Ton, and to pay but once a Voyage, notwithstanding they may have lading both inward and outward.

For the Purposes of this Act the Tonnage of Vessels is directed to be ascertained in the following Manner- the Length of the Keel to be multiplied by the Breadth between Planks on the Midship Beam, and that Product again by Half the Breadth for the Depth, and the Whole divided by 94; the Quotient, under this Operation, to be deemed the Number of Tons Burthen of such Ship. Skins or Wool to be charged by Weight, and not by the Burthen of the Ship. Vessels loaded within any Dock, to pay, according to the Burthen of the Ship, Sixpence per Ton,

Of the Sum of £10,000, invested in the South Sea Annuity Stock, the Sum remaining, amounting to £7,180, 3s. 6d. was, by the Act, transferred to the Company; and it is also enacted, that unless the River Dee is maintained a Fifteen Feet Navigation at moderate springs, that the Rates and Duties are entirely to cease, until it is restored to that Depth.

By an act of the 26th George II. entitled, '' 'An Act for confirming an Agreement entered into between the Company of Proprietors of the Undertaking for recovering and preserving the Navigation of the River Dee, and Sir John Glynne, Bart. Lord of the Manor of Hawarden, and several Freeholders and Occupiers of Land within the said Manor; and for explaining and amending Three several Acts of Parliament of the Sixth, Fourteenth, and Seventeenth Year: of his present Majesty's Reign,for recovering and preserving the Navigation of the River Dee,' '' we learn that the works belonging to the navigation had cost the


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 company £60,000 over and above what had been paid out of the rates; and as more money was wanted for repairs of dams, &c. the company are hereby empowered to make a call of twenty per cent. upon the capital stock, besides eight and a half per cent. which remained uncollected of the previous per centages.

The last act relating to this navigation, was obtained principally with a view of confirming certain arrangements relating to the waste and salt marshes adjoining the Dee, and is totally void of any thing of public interest; it is dated 10th June, 1791, and entitled,  'An Act for confirming an Agreement entered into between the Company of Proprietors of the Undertaking for recovering and preserving the Navigation of the River Dee, and certain Lords of Manors and other Persons entitled to Right of Common upon the Wastes and Commons, and the Old Common Salt Marshes, lying on the South Side of the said River, below or to the North-East of Greenfield Gate, in the county of Flint, and an Award made in consequence thereof'

Though Chester is a port into which, in the year 1824, twenty-four English and four Foreign ships entered, yet it falls into perfect insignificance, when placed in comparison with the neighbouring port of Liverpool, into which one thousand five hundred and fifty-four English and five hundred and ten Foreign ships entered its capacious docks in the year above-mentioned. And, as a proof of the small revenue derived from this navigation, we need only to observe, that when the act was passed for making the Ellesmere Canal in 1793, a protecting clause was introduced by the Dee Navigation Company, stipulating that if their annual income should ever fall short of £210, the Ellesmere Canal Company should make up the deficiency.

The objects of this navigation are of a general nature, as may be inferred from the tonnage rates.

 * 33 George III. Cap. 102, Royal Assent 7th May, 1793.

THIS canal commences on the northern bank of the River Trent, near the village of Swarkstone, and enters the Trent and


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 Mersey or Grand Trunk Canal at the distance of three furlongs to the northward. The main line proceeds from the last-mentioned canal, a quarter of a mile to the eastward of the junction above-named, whence it takes a northwardly course by Osmaston Hall to Derby, on the east side of which town it crosses the River Derwent, thence, by Little Chester and Breadsall, to Little Eaton, where it terminates. The branch to join the Erewash Canal commences from the main line, on the north side of the Derwent, near Derby, whence, taking an eastwardly course, by Chaddesden, Spondon, Borrowash, and Breaston, it terminates in the Erewash Canal, about three quarters of a mile south of the village of Sandiacre. The length of the main line, from the Grand Trunk Canal to Derby, is five miles and a quarter, with a rise of 12 feet; and, to its termination at Little Eaton, it is three miles and a quarter, with a further rise of 17 feet. The branch to the Erewash is eight miles and a half, with a fall of 29 feet. From the northern end of the main line at Eaton, a railway proceeds by Horsley and Kilbourn, to Smithy House, which is nearly four miles and three quarters in length. From Smithy House there is a branch one mile and three quarters in length, to the collieries at Henmoor, situated one mile and a half east of the town of Belper; another one mile and a half in length, by the potteries, to the extensive coal works near Denby Hall; with a collateral branch out of the last-mentioned branch, three quarters of a mile in length, to other collieries north of Salterswood.

The canal is 44 feet wide at top, 24 feet at the bottom, and 5 feet deep; but the head level of the canal, which is two miles in length, and terminates at Little Eaton, is made 1 foot deeper, that it may act as a reservoir. The locks are 90 feet in length, and 15 feet wide.

This canal and railways were made under the authority of an act of the 33rd George III. entitled, 'An Act for making and maintaining a navigable Canal from the River Trent, at or near Swarkstone Bridge, to and through the borough of Derby, to Little Eaton, with a Cut out of the said Canal in or near the said borough, to join the Erewash Canal near Sandiacre, and for making Railways from such Canal to several Collieries in the parishes or liberties of Denby, Horsley, and Smalley, all in the county of


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  'Derby.'  The proprietors of this canal and railways were incorporated by the name of "The Derby Canal Company," 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, if necessary. The dividends of this concern are not to exceed eight per cent.; and after the sum of £4,000 is accumulated for the purpose of meeting any emergency, the rates are to be reduced, so that the profits may be no more, in future, than eight per cent.

TOLL ON THE RAILWAYS.
Boats laden with Straw, Corn in the Straw, or Hay, or any Kind of Manure, shall not pass a Lock without consent, unless the Water be running over the Waste Weir.

Lime and all other Articles navigated on the Erewash, and afterwards brought on the Derby Canal, One-half only of the Rates and Duties which they are empowered to charge under the Act of the 17th George III. but, should the Derby Canal Company ever permit any other Canal or Railway to be made between the Erewash Canal and the Town of Derby, in such Case, the Erewash Canal Company will be entitled to demand the full Toll granted by the above-mentioned Act. The Tonnage Rates on the Trent Navigation are also reduced in the same Proportion, upon all Goods which shall not have been carried on the Trent for a greater Distance than Three Miles, and which shall be carried on the Derby Canal, on the North Side of the Grand Trunk Canal.

EXEMPTION FROM TOLL.
Gravel and Sand for making and repairing any public Roads (Turnpike Roads excepted,) in any Township through which the Canal or Railways shall pass; also Dung, Soil, Marl, Ashes of Coal or Turf, and all other Manure (except Lime,) to be used only on the Lands in any Township through which the Canal or Railways pass; also Puncheons, Clogs, or other Wood to be used under ground in any of the Collieries on the Line of Canal, &c. provided Three Hours Notice be given, and that they do not pass a Lock, except at such Times as when the Water flows over the Waste Weir.


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WHARFAGE.
For any Goods which shall remain more than One Month on the Wharf, a reasonable Satisfaction to be made.

For Goods which shall be carried Into or out of the Grand Trunk or Trent or Mersey Canal, and navigated along that part of the Derby Canal which connects the River Trent and the Grand Trunk, the last-mentioned Company are entitled to One Shilling per Ton.

EXEMPTION FROM THE ABOVE TOLL.
Coal, Coke, Lime, Lime-stone, and Unwrought Stone, brought along the Derby Canal from its Northern Extremity, or from any of the Villages on the Line; or gotten in any of the Parishes of Melborne, Stanton-by-Bridge, and Castle Donnington; and such Goods, Wares, and Merchandize to be used by Persons residing between the Trent and Mersey Canal and the River Trent, within the Parish of Swarkstone.

The Trent and Mersey Canal Company are also authorized to charge, for all Goods carried along or crossing the Canal, the same Amount of Toll as though they had navigated a full Mile; also for all Goods (except Bricks manufactured in the Parishes of Barrow, Twyford, Stenson, Findern, and Willington, and not passing any Lock of this Canal,) which shall be carried from the Westward of Swarkstone, and along the Derby Canal, and down the Derby Canal to Swarkstone, and from thence Westward on the Trent and Mersey Canal, such Tonnage Rates as the said Trent and Mersey Canal Company would have been entitled to, had such Goods been conveyed along their Canal from Swarkstone to Shardlow.

The Derby Canal Company are bound by this Act to make a Cut at Weston Cliff, to join the River Trent with the Grand Trunk Canal, (which is close on its Northern Bank,) whenever the Proprietors of Breedon Lime-stone Quarries shall require it, but not until a Canal or Railway be made between the Trent, at Weston Cliff and the Works above-mentioned.

The Company have also engaged to make good to the Trustees of the Mansfield Road any Reduction on the Toll on Coal, which the making of their Canal may have occasioned; that is, if such Reduction is below Four per Cent.

As this canal would greatly injure the revenue derived from the navigation of the River Derwent, which runs through Derby, this company were required to purchase it, which they did for the sum of £3,996.

For the use of the poor of Derby, five thousand tons of coal are annually permitted to pass, toll free, on this navigation, the distribution of which is under a committee of three members of the corporation of Derby, and the same number of proprietors of this undertaking.

This canal was finished in 1794, and it was made chiefly with the view of better supplying the populous town of Derby with coal, by means of its connection with the Erewash and Cromford Canals, and by the railways which extend to the collieries north of the town.


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 * 6 George I. Cap. 27, Royal Assent 7th April, 1720.

THIS river has its source on the western side of that well known mountainous tract, in the northern part of Derbyshire, called the High Peak; whence, it pursues a south-eastwardly course, forming, for some miles, the division between the counties of Derby and York; thence, to Dinbank, where its stream is considerably augmented by its junction with the mountain stream, called the Ashop. From this place its course is southerly, by Mytham Bridge, through a romantic country, by Baslow, and through the princely grounds of Chatsworth, the seat of the Duke of Devonshire; thence, to Rowsley, where the Wye falls into it. Its Course hence is by Matlock, Cromford, and Belper, to Derby. From the last-mentioned place, its course is more eastwardly and very circuitous, until it falls into the Trent, at Wilden Ferry, below Shardlow, and at the place where the Trent and Mersey or Grand Trunk Canal forms a junction with that river.

This river, from the Trent to the town of Derby, was made navigable under powers granted by an act of 6th George I. entitled  'An Act for making the River Derwent, in the county of Derby, navigable;'  but, as by the making of the Derby Canal and branches, its use would be nearly superseded, all interest in it, as a navigation, was disposed of to the Derby Canal Company, for the sum of £3,996. The navigable part is thirteen miles in length, and it was used chiefly for the supply of Derby and its vicinity with coal.

 * 1 Anne, Cap. 20, Royal Assent 6th May, 1701.

THIS river has its source on the moors, near the Flask Inn, about twelve miles north-west of Scarborough, and three miles south-west of Robin Hood's Bay. It pursues a southerly course through Harwood Dale, and by Hackness, the seat of Sir John Vanden Bempdè Johnstone, Bart. thence, by East Ayton, to near


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 Ganton, whence it runs due east to Yedingham Bridge, to which place it is navigable for small barges. From Yedingham it pursues a sluggish course through the low marshy grounds north of Scamston Hall, to near Wycomb, where it is greatly augmented by the united waters of the Rye and Costa, which here fall into it. Hence, its course is by the town of New Malton, to which place, from the Ouze at Barmby-on-the-Marsh, it was made navigable under the powers of an act of the 1st of Anne, entitled,  'An Act for making the River Derwent, in the county of York, navigable.'

The course of the Derwent from Malton, lies through a beautifully diversified district, passing by Welham House, Mennithorpe, the ruins of Kirkham Abbey, Howsham Hall, Aldby Park, Stamford Bridge, and Kexby, to East Cottingwith, where the Pocklington Canal locks down into it. Thence, its course lies directly south, by Bubwith and Wressel Castle, to Barmby, where it falls into the tideway of the River Ouze, about seven miles below Selby.

The length of the original navigation to New Malton, is thirty-eight miles, viz. from the Ouze to the first lock, between Sutton-upon-Derwent and Elvington, is fifteen miles and a half; from thence, to Stamford Bridge Lock, six miles and a half; to Buttercrambe Lock, it is two miles and three quarters further; from whence, to the fourth lock, near Howsham Hall, it is three miles and a half; thence, to the last lock at Kirkham Abbey, it is two miles and a half; and to New Malton, it is seven miles. From the last-mentioned town, the river was made navigable, in 1805, to Yedingham Bridge, a distance of nearly eleven miles and a half, making a total navigation of forty-nine miles and a half in length.

This river, as a navigation, is the private property of Earl Fitzwilliam, and was, by his ancestor, the Marquis of Rockingham, let on lease to Mr. William Fenton, for the term of twenty-one years, commencing on the 20th of October, 1755; and subsequently, by the present noble owner, to Thomas and James Fenton, who quitted possession of it on the 25th March, 1805; since that period, we believe, it has been in the occupation of the proprietor, and is used chiefly for the supply of Malton, and the country


text: The Dictionary of Australasian Biography/Manning, Hon. Sir William Montagu


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 through which it passes, with coal, deals, and general merchandize; and for the export of the surplus agricultural produce, to the populous manufacturing districts of the West Riding.

DEVON RIVER.
THIS river rises on the south side of the Ochil Hills, in the county of Perth, from whence it takes an eastwardly course by Glendovan, whence it pursues a south-eastwardly direction by Muckhart to Fossaway, from whence it changes to a westwardly course by Dollar, Tillicouterie, and Sauchie, and falls into the River Forth about two miles and a half west of Alloa. As a tideway river it is navigable for some distance; and at Cambus Quay, about one furlong from the mouth of the river, there is 12 feet water at neap tides, and a rise at spring tides of 20 feet. In 1765, and again in 1768, Mr. Smeaton examined the river, at the request of Lord Cathcart and the proprietors of the extensive collieries on its banks, with a view to extend the navigation to Mellock Glen Foot, either by deepening the river or making a canal along side of it. The estimate for the latter mode was £9,357, 1s.; but, as no act was obtained for improving this navigation, it does not appear to have ever been carried into execution.

For the purpose of avoiding the difficult and circuitous course of the Forth between Alloa and the mouth of the Cambus, a cut was proposed between the last-mentioned town and the Devon, near Menstrie Bridge; but it has not been executed. The object of these projected improvements was to facilitate the conveyance of coal to the Forth to be shipped.

DORSET AND SOMERSET CANAL.
36 George III. Cap. 47, Royal Assent 24th March, 1796.

43 George III. Cap. 108, Royal Assent 4th July, 1803.

THE line of this projected canal commences from the navigable River Stour, at Gains Cross, in the parish of Shillingston Okeford, and county of Dorset, whence it proceeds in a north-westwardly direction by the towns of Sturminster Newton, Stalbridge, and


text: The Dictionary of Australasian Biography/Mansfield, Rev. Ralph


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Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive Vietnam to the free world the U.S. might deploy "self-sustaining forces to South Vietnam either unilaterally or as part of a Manila Pact force" or the U.S. could withdraw all U.S. support from South Vietnam and concentrate on "saving the rest of Southeast Asia."

No specific course of action was recommended but the JCS predicted the loss of Cambodia and Laos would follow a communist take-over of South Vietnam; they felt a greatly expended aid program would be necessary to retain a friendly government in Thailand. In any event, the chance that U.S. armed forces would be required to support American policy in Southeast Asia would be greatly increased if South Vietnam fell. The Chiefs concluded by saying "a firm decision at the national level as to the implementation of US policy in Southeast Asia is mandatory, recommended...against a 'static' defense for this area and...recommended adoption of a concept of offensive actions against the military power of the agressor."

 * 5.

General Collins' recommendations to the National Security Council on January 20, 1955 underscored the crucial position South Vietnam held within the context of American policy toward Southeast Asia. Like Dulles and the Joint Chiefs before him, Collins said:

"In view of the importance of Vietnam to all of Southeast Asia, I am convinced that the United States should expend the funds, material and efforts required to strengthen the country and help it retain its independence. I cannot guarantee that Vietnam will remain free even with our aid. But I know that without our aid Vietnam will surely be lost to Communism. If the chances of success are difficult to calculate, the results of a withdrawal of American aid are only too certain not only in Vietnam but throughout Southeast Asia. Such a withdrawal would hasten the pace of Communist advances in the Far East as a whole and could result in the loss of Southeast Asia to Communism. In my opinion the chance of success is not only worth the gamble; we cannot afford to let free Vietnam go by default."

Collins was more sanguine about Diem than he had been a month before. Diem had shown some progress: General Minh was named Minister of Defense and seemed to be doing an adequate job; Diem had launched an anti-corruption drive (and in closing the Grande Monde Casino, Diem threw down the gauntlet before the Binh Xuyen) and had made some advances in land reform. Collins recommended continued U.S. support for him:

On balance I believe that Diem's integrity, strong nationalism, tenacity and spiritual qualities render him the best available Premier to lead Vietnam...against communism.... Considering all factors, although the situation Rh


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 within a mile of Wincaunton, whence it takes a northerly course, crossing the River Frome two miles north-west of Bruton; thence, along its western bank, and by Marston House to Frome, where it again crosses the river, and follows its course by the village of Road to the Kennet and Avon Canal at Widbrook, near the town of Bradford. A branch proceeds from Frome, by a very circuitous course, to the collieries at Nettle Bridge, situate near the eastern termination of the Mendip Hills.

The royal assent was given to an act for making this canal on the 24th of March, 1796, which is entitled, ' An Act for making a navigable Canal from or near Gains Cross, in the parish of Shillingston Okeford, in the county of Dorset, to communicate with the Kennet and Avon Canal at or near Widbrook, in the county of Wilts; and also a certain navigable Branch from the intended Canal.'  The subscribers to this undertaking were incorporated by the name of "The Company of Proprietors of the Dorset and Somerset Navigation," and empowered to raise among themselves the sum of £150,000, in fifteen hundred shares of £100 each, and an additional sum of £75,000, either by the admission of new subscribers, or on mortgage of the undertaking. Although another act was obtained in 1803, entitled,  'An Act for enabling the Company of Proprietors of the Dorset and Somerset Canal Navigation to raise a further Sum of Money towards completing the said Canal, and for altering and amending an Act passed in the Thirty-sixth Year of the Reign of his present Majesty, for making and maintaining the said Navigation,'  yet it does not appear that any portion of the main line of canal was ever executed. A portion of the Nettle Bridge Branch was excavated; and upon a fall of 21 feet at Mells, near Frome, one of Fusell's balance locks was erected, and publicly tried on the 6th of September and 13th of October, with vessels of ten tons burthen; but, in consequence of the abandonment of the works generally, it never came into useful operation. The parliamentary line of this canal was forty miles in length, and the branch nine miles.

The chief object proposed by the projectors of this scheme, was to open an inland communication between the mining and manufacturing districts of Somerset, Gloucester, and Wilts, with the English Channel and the agricultural counties of Dorset and Hants.


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DOUGLAS NAVIGATION.
(SEE LEEDS AND LIVERPOOL CANAL.)

DRIFFIELD NAVIGATION.
7 George III. Cap. 97, Royal Assent 20th May, 1767.

41 George III. Cap. 134, Royal Assent 2nd July, 1801.

57 George III. Cap. 64, Royal Assent 7th July, 1817.

THIS navigation commences at Aike Beck Mouth, in the River Hull, about four miles and a half north of Beverley, and half a mile above the place where the Leven Canal falls into that river. Its course is northwardly, passing Baswick Steer and Emmotland, to Fisholme Clough, to which place the navigation is continued along the original course of the Hull River, excepting in one instance, where a cut of three quarters of a mile in length is made near Hempholme, for the purpose of avoiding a circuitous part of the river. From Fisholme Clough, the remainder of the navigation to Great Driffield, is by an entire canal of nearly five miles and a half in length. The river part of this navigation, to Fisholme Clough, is five miles and three quarters; but the navigation is extended up Frodingham Beck, to the bridge, a distance of nearly a mile. From thence there is a private navigable cut made to Foston Mills, by the proprietor thereof, which is about three quarters of a mile in length.

The first act relating to this navigation was passed in the 7th of George III. and is entitled, An Act for improving the Navigation of the River Hull and Frodingham Beck, from Aike Beck Mouth to the Clough, on the East Corner of Fisholme, and for extending the said Naviqation, from the said Clough, into or near the town of Great Driffield, in the East Riding of the county of York; in the preamble of which it is stated, that it was then navigable to Fisholme, but might be greatly improved. Accordingly commissioners were appointed by this act to carry the necessary measures into effect, and to cut the canal to Driffield; for which purpose, they are empowered to borrow any sum of money, on security of the rates and duties, and, for the repayment of which, and legal interest, the act empowered them to demand the following tonnage rates.


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TONNAGE RATES.
And so in proportion for any greater or less Weight.

For any Goods, Wares, or Merchandize carried to or from the Village of Brigham, (which is situate Three Quarters of a Mile from Fisholme Clough,) a Moiety only of the above Tolls is to be demanded.

Pleasure Boats to pay for passing through each Lock the Sum of Sixpence.

A Public Wharf with Cranes is directed to be made at Great Driffield; the Rates and Duties payable thereat, to be settled by the Commissioners, or any Seven of them.

In the preamble of another act, passed in the 41st of George III. entitled, An Act to amend an Act, passed in the Seventh Year of the Reign of his present Majesty, entitled, An Act for improving the Navigation of the River Hull and Frodingham Beck, from Aike Beck Mouth to the Clough, on the East Corner of Fisholme, and for extending the said Navigation,from the said Clough, into or near the town of Great Driffield, in the East Riding of the county of York, and to extend and improve the said Navigation, it is stated, that the commissioners had made considerable improvements in the navigation, but it was still very imperfect; they, therefore, obtain power to make cuts for avoiding considerable bends, particularly one from opposite Goodall Clough to Seven Hills; another from Emmotland to Corps Landing, situate on the West Beck; and to widen and make navigable the beck to Frodingham Bridge; also to take down and rebuild, within six years, Hull Bridge, near Beverley, and to maintain a towing path from that bridge to Fisholme.

In addition to the tolls granted by the preceding act, the following may be demanded for every article passing on any of the cuts.


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TOWING PATH RATE.
After Hull Bridge is rebuilt, a Pontage Rate of Two Shillings and Sixpence will be levied on every Vessel passing under it, in lieu of the present Charge of Four-pence which has hitherto been paid to the Corporation of the Town of Beverley, to whom the Bridge belonged.

For the Purpose of determining what Rates the Owners or Occupiers of Foston Mills (to which there is a private Navigation from Frodingham Bridge,) shall pay, an Arbitrator is appointed, whose Award is to be final.

The last act relating to this navigation received the royal assent on the 7th of July, 1817, and is entitled, An Act to amend and enlarge the Powers of Two Acts of his present Majesty, for improving the Navigation of the River Hull and Frodinyham Beck, and extending the same to the town of Great Driffield, in the county of York, in the preamble of which it is stated, that the commissioners borrowed, under authority of the act of 7th George III. the sum of £15,175, which sum was yet owing when the act was passed, together with an arrear of interest, amounting to £8,194, l0s.; and for carrying on the works directed to be done under the act of 41st George III. the sum of £6,143, 8s. was raised by subscription, of which sum, £4,300, 7s. 9d. was repaid, leaving due £1,843, 0s. 3d.; this act, therefore, directs that so soon as the principal and interest due to the mortgagees is paid off; the tolls are to be reduced, so that no greater income be derived from this navigation than is necessary to keep it in proper repair, and pay other incidental expenses.

To prevent the water in the river at Frodingham Bridge from being raised so as to injure the drainage of the adjacent lands, a mark was made in a stone on the steeple of Frodingham Church, on the 15th of September, 1815, which is 15 feet 11 inches above the level of the surface water; and by which the height of the water is to be hereafter regulated.

This navigation is chiefly used for the, import of coal from time West Riding, and timber, deals, and groceries from Hull; and to export wool, corn, and other farming produce from the East Riding.


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DROITWICH CANAL.
8 George III. Cap 37, Royal Assent 29th January, 1768.

THIS canal commences at Chapel Bridge, in the town of Droitwich, whence it takes a south-eastwardly course, running parallel with, and on the south bank of the Salwarp River, by the village of that name, and at a short distance from Westwood, the seat of Sir John Packington, Bart.; hence its course is continued by Woods Mill, and it terminates haifa mile west of Hawford Lodge, and where the above-mentioned river falls into the Severn.

It is five miles and three quarters in length, with a fall, to the Severn, of 56 feet 6 inches, by eight locks; and it was made under the authority of an act of 8th George III. entitled, An Act for making and maintaining a navigable Cut or Canal from the River Severn, at or near a place called Hawford, in the parish of Claines, in the county of Worcester, to or near a place called Chapel Bridge, within the borough of Droitwich, in the said county. The subscribers to this undertaking were incorporated by the name of "The Company of Proprietors of the Droitwich Canal Navigation," with power to raise among themselves the sum of £33,400, in three hundred and thirty-four shares of £100 each; and a further sum of £20,000, either among themselves or by the admission of new subscribers. The original proprietors are restricted to seven shares each; unless new ones be taken, for the purpose of raising the additional £20,000, in which case they may have five in addition.

TONNAGE RATES.
A clause is inserted in an act of the 31st George III. cap. 59, for making the Worcester and Birmingham Canal, by which that company are bound to make compensation to the Droitwich Canal Company for any diminution which may be made in the profits of their concern below five per cent, on every share, each being


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 reckoned at £160 at the least. This navigation was carried into execution by Mr. Brindley, and for the excellency of the works, is thought to be his chef d'ouvre.

The principal object the proprietors of this concern had in view, was to bring coal up to Droitwich, and to export salt, which is made from the brine springs abounding in the vicinity of that town, and which have so strongly impregnated the water of this canal, that the common fresh-water fish cannot live in it.

DUDLEY CANAL.
16 Geo. III. C. 66, R. A. 2nd Apr. 1776.

25 Geo. III. C. 87, R. A. 4th July, 1785.

30 Geo. III. C. 60, R. A. 7th May, 1790.

33 Geo. III. C. 121, R. A. 17th June, 1793.

37 Geo. III. C. 13, R. A. 23rd Dec. 1796.

THIS canal commences from the Worcester and Birmingham Canal, near Selly Oak, in Worcestershire, and proceeds in a westwardly course to near Stone House, where it enters the Lapal Tunnel, which is three thousand seven hundred and Seventy-six yards in length. From the west end of the tunnel at Lapal Lane (which is in a detached part of Shropshire,) the canal pursues a northerly course by the Leasowes, and within half a mile of the town of Hales Owen; a short distance beyond which, it enters another tunnel six hundred and twenty-three yards long, and egresses into the county of Stafford, near Gosty Hill, whence it continues a north-westwardly course to near Netherton; and after taking a circuit round the base of a hill to Dudley Woodside, enters a third tunnel two thousand nine hundred and twenty-six yards in length, and emerges near Tipton Green, within a short distance of which, it communicates with the Birmingham Canal. From near Dudley Woodside, a branch proceeds to join the Stourbridge Canal at Black Delph, about a mile north of the town of Stourbridge.

The main line of canal is thirteen miles in length, ten miles and a half of which, from Selly Oak, is level; thence, to the entrance of the Dudley Tunnel, there are five locks, rising 31 feet, and in the last furlong, before entering the Birmingham Canal, there is a fall of 13 feet, by two locks. The Black Delph Branch is two miles in length, with a fall, to the Stourhridge Canal, of 85 feet, by nine locks; the lockage water of which is chiefly supplied from Cradley Pool Reservoir.


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The first act relating to this navigation was obtained in the 16th of George III. and entitled, An Act for making and maintaining a navigable Canal, within and from certain Lands belonging to Thomas Talbot Foley, Esq. in the parish of Dudley, in the county of Worcester, to join and communicate with the Stourbridge Navigation, at a place called Black Delph, upon Pensnet Chace, in the parish of Kingswinford, in the county of Stafford. The original subscribers to this canal were only twenty-one in number; amongst whom, however, was the Right Honourable John Lord Dudley and Ward. They were incorporated by the name of "The Company of Proprietors of the Dudley Canal Navigation," with power to raise among themselves the sum of £7,000, in seventy shares of £100 each; and an additional sum of £5,000, either among themselves, or by the admission of new subscribers. By this act were also granted the following

TONNAGE RATES.
Wharfage to be charged for any Goods lying more than Twenty-four Hours.

EXEMPTION.
Lime and Lime-stone to pay only One-third of the above Rates; but Paving-stones, Gravel, Sand, and other Materials for the repair of Roads, (except Lime-stone) Dung, Soil, Marl, and all Sorts of Manure for the improvement only of Lands belonging to Persons whose Lands may be taken for this Canal is exempt, provided they do not pass a Lock, except at such times as when the Water flows over the Lock Weir.

Forty Feet of Round, or Fifty Feet of Square Oak, Ash, or Elm Timber, and Fifty Feet of Fir, or Deal, Balk, Poplar, and other Wood, shall be deemed a Ton; and Six Score Pounds Avoirdupois shall be deemed a Hundred Weight for the Purposes of this Act.

Boats under Fifteen Tons not to pass Locks without leave.

Owners of lands may erect wharfs, and are allowed the following rates.

RATES OF WHARFAGE.
The second act was obtained in 1785, for the purpose of opening a communication with the Birmingham Canal, which they were prohibited from doing by a clause in the former act. It is


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 entitled, An Act for extending the Dudley Canal to the Birmingham Canal, at or near Tipton Green, in the county of Stafford; and by which the Dudley Canal Company are empowered to incorporate a certain number of new subscribers, to enable them to raise the sum of £22,000, and an additional £5,000, if necessary, for the purpose of carrying into execution the works proposed; and the following are the additional rates allowed to be taken on this canal.

ADDITIONAL TONNAGE RATES.
The original shares in the Dudley Canal were sixty-five; and they may, by this act, be increased to one hundred and thirty.

In consideration of the permission granted to the Dudley Canal to connect with the Birmingham Canal, the proprietors of the last-mentioned navigation have had secured to them certain tonnage rates; for particulars of which, see Birmingham Canal Navigation, [PNRC0079.htm#PNRC068 p. 68].

By another act which received the royal sanction on the 7th of May, 1790, entitled., An Act for effectually carrying into Execution Two Acts passed in the Sixteenth and Twenty-fifth Years of the Reign of his present Majesty, for making and maintaining a navigable Canal from the Stourbridge Navigation to the Birmingham and Birmingham and Fazeley Canal Navigation, in the counties of Worcester and Stafford, the company are authorized to raise among themselves, for the purposes set forth in the title of the act, the sum of £10,100, to be divided into new shares. They may also, if necessary, borrow the further sum of £10,000, on mortgage of the undertaking.

The act of the 33rd George III. enabling the Dudley Canal Company to connect their navigation with the Worcester and


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 Birmingham Canal, received the royal assent on the 17th June, 1793; it is entitled, An Act for making and maintaining a navigable Canal from the Dudley Canal, in the county of Worcester, to the Worcester and Birmingham Canal, now making at or near Selly Oak, in the said county; and also certain collateral Cuts to communicate therewith. The new subscribers to this extension are incorporated and made part of the Dudley Canal Company, who are hereby empowered to raise £90,000, in nine hundred shares of £100 each, and an additional sum of £40,000, if necessary.


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TONNAGE RATES CONTINUED.
There is a clause in this act which restrains the Dudley Canal Company from reducing the rates on any goods passing out of the Stourbridge Canal into this navigation, without first obtaining consent from the Worcester and Birmingham Canal Company, which company have, in return, agreed that when any reduction of the customary rates for navigating their canal shall take place, a similar reduction shall be made on all goods passing from the Dudley Canal, except such as go towards Birmingham; and they further agree to take such rates only as will be found particularly described under the head, 'Worcester and Birmingham Canal.'

A stop lock is, by this act, directed to be made within five hundred yards of the Worcester and Birmingham Canal, to prevent loss of water; and if the two canals are not kept on one level, the passage may be stopped. It is also enacted, that if by reason of making this canal, the profits of the Stourbridge Navigation shall be reduced below £12 on each share, the Dudley Canal Company shall make up the deficiency, provided it does not amount to more than £3 per share, and provided the last-mentioned company shall, in the same year, have received by their rates £5 on each share.

The Worcester and Birmingham Canal Company are also, by this act, exonerated from the operations of that clause which rendered them liable to make up deficiencies to the Dudley Canal Company.

The last parliamentary enactment relating to this canal, occurs in the 37th of George III. and is entitled, An Act to enable the Company of Proprietors of the Dudley Canal Navigation, to raise a further Sum of Money for completing the said Navigation; and for amending the several Acts relating thereto; in the preamble


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 of which we learn, that a considerable portion of the work, authorized by the preceding act of the 33rd George III. had been done, but that the sumns they were empowered to raise by the above act being insufficient, the proprietors obtained power to raise among themselves, in proportion to their respective shares, (which amount to the sum of £175,325, deducting the sum of £6,000, which was directed to be raised by mortgage of the undertaking, or by the admission of new subscribers,) the sum of £40,000, which shall be raised and be made payable in the same way as if the whole sum of £40,000, authorized to be raised by the last-recited act, had been paid. The calls to be made in respect of the last-mentioned sum, is not to exceed, at any one time, the sum of £3 per cent. on the sum of £175,325, deducting the sum of £6,000 borrowed, or to be borrowed on mortgage, save and except two calls of £6 per cent, each on the above sum, to be made in March and September next ensuing the passing of this act. The proprietors have power to raise the above sum of £40,000, by mortgage of the undertaking, should they prefer it to the mode above-recited; or the company's committee may borrow the above sum on their bond.

The depth of this canal is 5 feet, and width of the locks 7 feet; and the principal articles carried upon it are coal, iron-stone, lime, lime-stone, and manufactured iron goods; but in consequence of the communication which is effected with the Severn, by means of the Stourbridge Navigation, and by the Worcester and Birmingham Canal to the town of Birmingham, and thence, by numerous canals, to all parts of the midland counties and the eastern ports, a general and very extensive trade has been established upon this truly useful and improving navigation.

DUFFRYN LLYNVI AND PORTH CAWL RAILWAY.
6 George IV. Cap. 104, Royal Assent 10th June, 1825.

10 George IV. Cap. 38, Royal Assent 14th May, 1829.

THIS railway commences at the harbour of Pwll, or Porth Cawl, near Newton Nottage, in Glamorganshire, whence it proceeds by the above-named village, South Corneley and North Corneley, to Pyle, then taking an eastwardly course by the iron


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 works near Cefn Gribbwr, at which place the Bridgend Railway communicates with it. Hence, its course is by the collieries west of St. Brides Minor; it then changes to a northerly direction, running parallel with, and on the west side of the Little River Llynvi, by Cavenydan, the village of Llangonoyd, and round the east side of Troedrhwy Garth; and at about a mile north of this place, it crosses the river, near Typhylly Chwyth, to Duifryn Llynvi, where it terminates. Its length is sixteen miles and three quarters; the first seven of which, from the sea, is one inclined plane, rising 200 feet; in the next seven miles and a quarter, it rises 180 feet; it then rises 110 feet in the following two nmiles and seven chains; from whence, to its termination at Duifryn Llynvi, it is level. The estimate for this work was made by Mr. John Hodgkinson, and amounted to the sum of £40,000. The act for making it received the royal assent on the 10th of June, 1825, and is entitled, An Act for making and maintaining a Railway or Tramroad from, or from near to, a certain place called Duffryn Llynvi, in the parish of Llangonoyd, in the county of Glamorgan, to, or near to, a certain Bay, called Pwll Cawl, otherwise Porth Cawl, in the parish of Newton Nottage, in the same county; and for extending and improving the said Bay, by the Erection of a Pier and other suitable Works for that Purpose. The subscribers consisted of fifty-seven persons, amongst whom were the Earl of Dunraven, Sir John Nicholl and Sir Digby Mackworth, Baronets, who were incorporated by the name of" The Duifryn Llynvi and Porth Cawl Railway Company," with power to raise among themselves the sum of £40,000, in four hundred shares of £100 each, for the purposes of this act (and which had already been subscribed before application was made to parliament,) and a further sum of £20,000, on mortgage of the undertaking.

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


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 For the Purposes of the Act, Twenty-one Hundred Weight shall be deemed a Ton.

HARBOUR DUES.
The Burthen to be ascertained and charged according to the Custom-House Register.

Lords of manors or owners of lands may erect wharfs, but they are restricted to the following

WHARFAGE RATES.
The above Rates to be paid if the Goods remain on the Wharfs more than Two Calendar Months; but should such Articles continue above that Time, there shall be paid the further Sum of One Penny per Ton for Wharfage and Two.pence per Ton for the Warehousing for the next Seven Days; and the like Sum of One Penny and Two-pence respectively, per Ton, for every further Seven Days which such Articles shall remain upon such Quays, Wharfs, or Warehouses.

In 1829 the proprietors again applied for another act, entitled, An Act to alter, amend, and enlarge the Powers of an Act passed in the Sixth Year of the Reign of his present Majesty, for making and maintaining the Duffryn Llynvi and Porth Cawl Railway, and other Works connected therewith, in the preamble of which we learn, that the sum of £40,000 (being the amount of the estimate,) had been expended, and also the sum of £8,000, which last sum was all the money the company were enabled to raise of the £20,000 which the act of 6th George IV. empowered them to borrow by way of mortgage.

This last act is, therefore, chiefly obtained for the purpose of raising the remainder of the last-mentioned sum of £20,000, and to enable the company to admit mortgagees to become proprietors, to the amount of their respective claims upon the company.

The object of this railway is to open the extensive limestone and freestone quarries, and the numerous mines of iron-ore and coal, which abound in the immediate vicinity of its course.


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DULAIS RAILWAY.
7 George IV. Cap. 102, Royal Assent 26th May, 1826.

THIS railway, commencing at Aber Dulais, near the canal which crosses the River Neath at its junction with the Dulais River, runs parallel with the latter on the western bank, for nearly five miles, to Ynis-y-bout; at this place it crosses the river and keeps the eastern bank till it reaches the lime works of Cwm-Dulais. It is on one inclined plane of eight miles, five furlongs and five chains, from Aber Dulais to its termination, in which distance there is a rise of 426 feet. The survey and estimate, amounting to £8,730, were made by Mr. William Brough, civil engineer.

The act for executing this work is entitled, An Act for making and maintaining a Railway, or Tramroad, from or from near a certain place called Aber Dulais to or near to a certain other place called Cwm Dulais, both in the parish of Cadoxtone-Juxta-Neath, in the county of Glamorgan.

The company, which consisted of fifteen persons, at the time the act was obtained, were incorporated under the name and style of "The Dulais Railway Company." They subscribed the sum of £10,000 which was divided into two hundred shares of £50 each, and power was granted to raise a further sum of £4,000, by way of mortgage of the rates. It is provided by the act that no more than three tons, including the weight of the carriage, shall be conveyed on this road in a waggon having two wheels, nor more than four tons, also including the weight of the carriage, in waggons having four wheels.

TONNAGE RATES.
Tolls to be taken for fractional Parts of a Ton or Mile.


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DUNDEE AND NEWTYLE RAILWAY.
7 George IV. Cap. 101, Royal Assent 26th May, 1826.

11 George IV. Cap. 60, Royal Assent 29th May, 1830.

THIS railway commences on the north side of the royal burgh and port of Dundee, whence it takes a northwardly course, through Stirlings Park, the parish of Mains, and across Bakers Brig Burn; thence, through the parish of Strathmartin, and over the water of Dighty, to within a short distance of Auchterhouse Castle; from whence it passes over a low part of the Sadley Hills, to the mill at Newtyle, where it terminates. It is in length eleven miles and a half; in the first six furlongs of which, from Dundee, it rises 84 feet 5 inches from the level of low water, spring tides; there is then an inclined plane seven hundred and three yards in length, rising 244 feet 4 inches, from the end of which it is continued level for the space of nearly four miles and three quarters; from whence another inclined plane extends sixteen hundred and ninety yards, and rises 200 feet; from the engine, placed on the top of this plane, it continues, for the distance of four miles and a furlong, with a rise of only 3 feet 9 inches; at this point another stationary engine is to be erected, and from whence, to its termination at Newtyle, there is another inclined plane one thousand and twenty-five yards in length, descending 244 feet 7 inches. Mr. C. Langdale designed and laid out this railway, and estimated the cost, including three steam engines of sufficient power to work the inclined planes, at the sum of £27,600. The first act for making it received the royal sanction on the 26th of May, 1826, and is entitled, An Act for making a Railway from the Royal Burgh and Port of Dundee, in the county of Forfar, to Newtyle, in the said county; and by which the subscribers, eighteen in number, together with the magistrates and town council of Dundee, were incorporated by the name of" The Dundee and Newtyle Railway Company," and empowered to raise among themselves the sum of £30,000, in six hundred shares of £50 each; and, if necessary, a further sum of £10,000, on the credit of the undertaking.


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

Land-owners may construct wharf and erect warehouses, for which the following rates are allowed.

ADDITIONAL WHARFAGE RATES,
To be paid by the Month, fsr such Articles as remain more than Six Days beyond the Period of Six Months, and so in Proportion for any less Time than a Month.

Seven years are allowed by the above-named act for the due execution of its provisions; and if the railway is not then finished, the power to do so will cease, except as to such part of it as may then be completed.

But the company of proprietors of this railway having raised and nearly expended all the money authorized to be raised under the authority of the 7th George IV. and their works being yet incomplete, applied to parliament last session for power to raise an additional sum; accordingly the royal assent was given on the 29th May last to an act, entitled, An Act to amend an Act for making a Railway from Dundee to Newtyle. By this last act they are empowered to raise amongst themselves, or by the admission of new subscribers, in addition to the sum authorized by and under the act of 7th George IV. the further sum of £10,000, to be applied in the first place to paying the expense of obtaining this act, then in paying the sums borrowed under the former act, and afterwards in completing the necessary works; and such further sum is directed to be divided into shares of £50 each, to be consolidated with the original shares. The proprietors may also borrow the further sum of £20,000 over and above the sum of £10,000


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 which the first recited act enables them to raise, and to pay off and again borrow, when necessary, any portion of the above sums; but the company are restrained from ever increasing their debt to more than £30,000 at one time.

For the purpose of facilitating the communication between the railway and the port of Dundee, the proprietors have authority to treat with the owners of property for a branch railway, upon which, this act empowers them to demand the same tonnage rates as upon the original line.

This railway will be very important to the mountainous district of country through which it passes, affording access to the port of Dundee, which heretofore seemed quite impracticable.

DUN RIVER NAVIGATION.
12 Geo. I. C. 38, R A. 24th May, 1726.

13 Geo. 1. C. 20, R. A. 24th Apr. 1727.

8 Geo. II. C. 9, It. A. 21st Mar, 1732.

13 Geo. II. C. 11, R. A. 19th Mar. 1739.

2 Geo. IV. C. 46, R. A. 7th May, 1821.

7 Geo. IV. C. 97, R. A. 28th May, 1826.

THE River Dun has its source near Saltersbrook, in the high moorlands which separate the counties of York and Chester, and pursues an eastwardly course by Thurlstone and Peniston, whence it takes a south-eastwardly direction by Huthwaite, and near to Wortley Hall, the residence of Lord Wharncliffe; its line from hence is through a deep and romantic dale, overhung by extensive woods; thence it passes the villages of Oughtibridge and Wadsley, to the town of Sheffield, on the north-east side of which it is joined by the River Sheaf. Its course hence is north-eastwardly by the village of Attercliff to Tinsley, where this navigation commences.

In describing the line of this navigation, we shall introduce the numerous cuts and improvements which the act of 7th George IV. enables the company to make, and which are now in progress.

This navigation begins in the Dun River, near the village of Tinsley, thence by the Tinsley Cut, which was made to avoid a bend in the river, under powers of the act of 12th George I.; and, at the distance of five furlongs it locks down into the river. The Dun is here the course of the navigation to the Ickles Cut, constructed under the powers of the above-recited act, upon the north side of the river, and which is something more than three furlongs in length. The river again becomes navigable to the Rotherham


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Rh Cut, which cut runs parallel with the old river, and on its northern bank, for the length of a mile, where it locks down into the river at Eastwood; but, instead of this, a new canal is to be continued from Eastwood, along the north side of the river, to near Aldwark Mill, which is in length twelve hundred and twenty yards; the river from hence becomes the course of the navigation for a short distance, where another cut, of three hundred and seventy yards in length, is intended to be made, for the twofold purpose of avoiding a considerable bend in the river, and passing the mill; the Old Aldwark Cut will consequently be abandoned. From the east end of the intended cut at Aldwark, the navigation is continued for two miles in the old bed of the Dun; it then enters the Kilnhurst Cut, along which, and through Swinton and Mexbrough Cuts, it continues on the north side of the river, to near Mexbrough Church, where it again locks down into the Dun; but the canal is to be extended to the river, near the west end of the Denaby Cut, where the navigation is to be continued along the old line of the river as a canal, while a new channel, three hundred and sixty yards in length, is to be excavated for the river, between the present course and Denaby Cut. From the Dun, at Bull Green, a little above the east end of the last-mentioned old cut, a new canal is intended to be made along the north bank of the river, to a bend about a furlong west of the place where the Dearne River falls into the Dun. The length of the new cuts, from Mexbrough Church to the last-mentioned place, are two thousand two hundred and twenty yards. Hence the navigation is continued along the river, about half a furlong beyond the junction with the Dearne, to a place in the river called the Devil's Elbow, where a new river channel, one hundred and thirty yards in length, is to be opened. Hence the river is continued as the navigation to within half a furlong of Conisbrough Cut, which is to be abandoned, and a new canal, in lieu thereof, four hundred and forty yards in length, is intended to be made on the north side of the river and cut; from the end of which, the navigation continues in the river to near Sprotbrough Mills; but to pass which there is an old cut three furlongs in length. From Sprotbrough Cut, the navigation makes a considerable detour by Sprotbrough Hall, (the seat of Sir John Copley, Bart.) towards Balby, and by Hexthorpe and Newton, to Doncaster.


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218

The length of the navigation from Tinsley to Doncaster, by the old course, is twenty-one miles, and by the course as it is intended to be improved, it will be eighteen miles only, with a fall of 67 feet 6 inches, by eleven locks. From Doncaster Mill the course of the navigation is very circuitous to Milethorne, or Redcliffe Lock, where there is a short cut; thence passing by Wheatley (the residence of Sir W. B. Cooke, Bart.) in a crooked course to about midway between Wheatley and Long Sandall, where a new channel for the rivera nearly three furlongs in length, is directed to be made on the west side of the river, which shortens it considerably. The river is again the navigation to Long Sandall Cut, where it will be diverted to the west side of its present line, and the old bed of the river will become the continuation of the Kirk Sandall Cut, from Long Sandall Lock to the cut last-mentioned; thence taking a direct course to Barmby Dun, and across the low grounds to South Bramwith and Stainforth, a distance of five miles, where it locks down into the river, and also communicates with the Stainforth and Keadby Canal. From this point the river proceeds to Fishlake Ferry, from which place the navigation company have the power to charge dues. The navigation hence proceeds in an eastwardly course to Thorne Quay, whence it runs directly north, to New Bridge; it then proceeds eastwardly, and in nearly a straight line, until it enters the Ouze, at the port of Goole. From New Bridge, the original course of the Dun was by Turnbridge, to the River Aire, into which it entered about three quarters of a mile west of Rawcliffe; but, since its waters have been directed into the Dutch River, the ancient course has been suffered to silt up. The present line of the navigation, from New Bridge to Goole, was formerly two parallel drains, cut by Sir Cornelius Vermuueden, a Dutchman, in the beginning of the reign of Charles the First, for the purpose of draining the low lands in the vicinity of Hatfield Chase; and his successors, now called the participants, levy an acre-age rent upon the lands so benefited. A great flood happening about the year 1688, the sluices at Goole were carried away, and the tides having free access to these drains, they had the effect of destroying the division between them; so that as nothing but the outward banks remain, it assumes the appearance of a very wide canal, which, at high water, in spring tides, is


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 navigable for brigs of three hundred tons burthen. There are three draw bridges over this part of the River Dun or Dutch River, which are kept in repair by the Dun Navigation Company, to whom a certain pontage is paid for every vessel passing through the same. The length of the navigation, from Doncaster Mills to Fishlake Ferry, which formerly was above twelve miles, is now reduced to ten miles and a quarter; and from thence to New Bridge, five miles and a half; from New Bridge to Goole, by the Dutch River, is five miles and a quarter. When the tide flows 15 feet at Goole, it will flow only 7 feet at Fishlake, and but 3½ at Barmby Dun Ford.

The total length of the navigation, from the River Ouze to Tinsley, when the improvements are completed, will only be thirty-nine miles, and the total rise, by sixteen locks, from low water mark in the Dutch River, is 92½ feet; viz, from low water mark to the crown of Doncaster Mill Weir, 24Ÿ feet, by five locks; and from thence to the highest level on the navigation 67½ feet, by eleven locks.

This navigation is joined by the Sheffield Canal in Tinsley Cut; and, from the west end of the Ickles Cut on this navigation, a private canal, called the Holmes Goit, proceeds from it to Masbrough Iron Works. From the west end of the Old Rotherham Cut, there is another private canal, extending to the Greasborough Coal and Iron Works. In the side Cut of the Dun, near Swinton Pottery, the Dearne and Dove Canal forms a junction with this navigation; and, at Stainforth, the Stainforth and Keadby Canal proceeds from it.

The first parliamentary enactment relating to this navigation was in the 12th George I. and entitled, An Act for making the River Dun, in the West Riding of the county of York, navigable from Holmstile in Doncaster, up to the utmost extent of Tinsley, westward, a township within two miles of Sheffield; by which the masters, wardens, searchers, assistants, and commonalty of the company of cutlers in Hallamshire, in the county of York, were appointed undertakers of the navigation, with power to make it navigable at their own expense, within the limits prescribed by the title of the act; by which also the following tonnage rates were allowed.


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TONNAGE RATES OF 12 GEORGE I.
In addition to these, is a Toll of One Penny for every customary Ton of Goods carried upwards or downwards through the Township of Tinsley, to be applied to the making and repairing of the Road between Tinsley and Sheffield.

There is also another Toll of One Penny for every customary Ton of Twenty-five Hundred Weight, which shall be brought to, or carried from, any Wharf at or near Tinsley, to be carried up or down the said River.

The year following the passing of the above-recited act, the mayor, aldermen, and burgesses of the borough of Doncaster, obtained an act, entitled, An Act for improving the Navigation of the River Dun, from a place called Holmstile, in the township of Doncaster, in the county of York, to Wilsick House, in the township of Barmby Dun, in the said county, by which they are appointed undertakers of this part of the navigation.

In addition to the tonnage rates granted for the lower part of this navigation, certain duties are directed to be paid to the corporation of Doncaster, as a remuneration for the expenses they are at in maintaining three draw bridges over the Dutch River, which are by this act granted to them, besides the annual sum of £20, payable by the participants and owners of lands in the level of Hatfield Chase.

Under the powers of the above-recited acts, the two navigation companies together expended, in the necessary works, the sum of £17,250, but on finding it would be to their common advantage to unite into one company, an act was obtained in the 6th George II. for this purpose, which is entitled, 'An Act to explain and amend Two Acts of Parliament, one made in the Twelfth and the other in the Thirteenth Years of his late Majesty's Reign, for


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 making navigable the River Dun, in the county of York, and for the better perfecting and maintaining the said Navigation, and for uniting the several Proprietors thereof into one Company.

It was accordingly divided into one hundred and fifty shares, being at the rate of £115 per share on the amount expended. The proprietors of the upper part consisted of forty-nine persons, besides the cutlers' company; and the ownership of the lower part was vested in the corporation of Doncaster, and twenty other persons. These several parties are therefore incorporated in one company, by the name of "The Company of Proprietors of the Navigation of the River Dun ;" and the several tonnage rates, and other duties, hitherto received by either party, is hereafter to form one fund, (except the duty of one penny a fodder for lead, and two-pence a ton for other goods and merchandize, except lime and limestone to be converted into lime,) which the mayor, aldermen, and burgesses of the borough of Doncaster, are empowered to take, by virtue of the act of 12th of George I. in lieu of an ancient toll. Of the one hundred and fifty shares of which the navigation consists, ten are, by this act, appropriated to the corporation of Doncaster, six to the cutlers' company, ten to seven persons as trustees to the town of Sheffield, and the remainder among private individuals.

ADDITIONAL TONNAGE RATES.
The navigation is directed to be made to the farthest part of the township of Tinsley, westward, for vessels of twenty tons burthen; and if not done within the space of two years from the passing of this act, the cutlers' company are authorized to do it at their own expense, and to collect, for their own use, all the duties which may arise upon any part of the river between Mexbrough and Tinsley. The navigation company have, by this act, jurisdiction only as far down the river as Wilsick House; below that place to New Bridge it is subject to the commissioners of the level of Hatfield Chase; and the New or Dutch River, to the mayor and commonalty of the city of York, as conservators of the Ouze.


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In 1739 a fourth act was obtained, entitled, An Act for the more effectual improving the Navigation of the River Dun, from a place called Wilsick House, in the parish qf Barmby Dun, in the county of York, to Fishlock Ferry, in the same county, in consequence of the imperfect state of the river between the above-mentioned places, which, in dry seasons and neap tides, was impassable. The improvements, authorized by this act, have been carried into effect, by making a canal from Bramwith to Stainforth, and by deepening the channel from the west end of this cut to Wilsick House.

EXEMPTION.
All Goods and Commodities whatsoever, the Produce of the Neighbourhood between Goole and the lower End of the Cut at Barmby, which shall be shipped between these Places, and which shall be carried above the lower End of the Barmby Cut.

Any Goods passing down the Dun, and landed anywhere between the Barmby Cut and Goole, and not shipped again, are also exempted from the above Toll. Grain put on board below Doncaster Mill Dam. to go down the River, is also free of the Duties chargeable under this Act.

For the purpose of repairing the Roads between Sheffield and Tinsley, a Toll of One Penny per Ton is to be levied on all Goods brought to the Wharf at Tinsley to be shipped on this Navigation.

From the date of the last-recited act, a period of eighty-two years elapsed before any additional parliamentary enactment was passed relative to this navigation; but, in consequence of the delays to which the increasing trade of the country were subjected by the shallows in the river below Sandall Lock, an act was passed to enable the company to avoid them, by making a new canal from Sandall to the west end of the Stainforth Cut; which act is entitled, An Act for improving the River Dun, and for altering the Course thereof, by making certain new Cuts or Canals from the same, and for amending, altering, and enlarging the Powers granted to the River Dun Company, by several Acts relating to the said Navigation. The proprietors are further authorized to


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 make two short cuts, or a new river channel, four hundred and seventy-three yards in length, in Arksey Ings, for the purpose of cutting off two considerable bends in the river; also a new channel for the river at Sandall, six hundred and sixty yards in length. To carry these into execution, the proprietors of the navigation are empowered to borrow the sum of £40,000, on the credit of the undertaking.

ADDITIONAL RATES ALLOWED BY THIS ACT.
Coal is exempted from any additional Toll; but the Act determines that the customary Ton thereof shall not in future exceed Forty-five Hundred Weight, or Five Thousand and Forty Pounds.

The last act relating to this navigation, received the royal assent on the 26th of May, 1826, and is entitled, An Act for improving the Navigation of the River Dun, and for altering the Course thereof, by making certain new Cuts or Canals from the same; and for amending, altering, and enlarging the Powers granted to the Company of Proprietors, by several Acts now in force.

The improvements here contemplated, were designed by Mr. G. Leather, and consist chiefly of five new cuts, which considerably shorten, and otherwise improve this important navigation. They are two miles and a half in length, and are particularly described at the beginning of this article. The estimated cost is £64,000.

To carry these alterations into effect, the act empowers the company of proprietors to borrow the amount of the estimate, on mortgage of the rates and duties arising on this navigation. Ten years are allowed for the completion of the works hereby authorized to be made.