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TONNAGE RATES.
And for passing any of the Locks directed by this Act to be made, an additional Rate of Two-pence per Ton.

Floats or Rafts of Timber to pay the same Rate per Ton as Vessels.

The act passed in 1812, entitled, 'An Act for altering, amending and enlarging the Powers of Three Acts of his present Majesty, for improving the Navigation of the River Thames, westward of London Bridge, within the liberties of the city of London; and for further improving the said Navigation,' authorizes the company to erect another pound lock at East Moulsey; and also to borrow a further sum of £75,000 on such security and in such manner as is directed by the last act of parliament for raising £40,000. The act repeals the tolls granted by the preceding one, and in lieu thereof empowers them to collect the following

TONNAGE RATES.
Another act passed in 1812, entitled, 'An Act to authorize the Commissioners for improving and completing the Navigation of the Rivers Thames and Isis, from the Jurisdiction of the city of London, near Staines, in the county of Middtesex, to the town of Cricklade, in the county of Wilts, to make a navigable Canal out of the River Thames, near Milson's Point, in the parish of Egham, in the county of Surrey, to communicate with the said River, at or near Bell Weir, in the said parish of Egham; and to erect Pound Locks in such Cut, with necessary Weirs and other Works on the said Navigation,' empowers the commissioners to raise the additional sum of £25,000 by mortgage of the tolls, and to make the cut described in the title of the act.


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The act of 1814, entitled, 'An Act for altering, amending and enlarging the Powers of Four Acts of his present Majesty, for improving the Navigation of the River Thames, westward of London Bridge, within the liberties of the city of London; and for further improving the said Navigation,' authorizes the Corporation of London to make a new pound lock at Penton Hook, in the parish of Staines, and to take on every barge or vessel or raft or float of timber passing such new lock, an additional rate of 4d. per ton. The act also empowers them to raise a further and additional sum of £70,000 in the same manner as prescribed by former acts for raising other sums; and to establish a sinking fund for paying off their debt, for which purpose they are to appropriate £1,000 from the tolls within three months fromn the passing of this act, and every subsequent year a sum of £500; which sums are to be employed, from time to time, as they are received, in paying off portions of the debt, or to be invested in government securities until they shall be sufficient in amount to pay off the whole of the debt. The tolls to be exempt from all rates and taxes.

The act of 1824, entitled, 'An Act to enable the Mayor and Commonalty and Citizens of the city of London to raise a Sum of Money, at a reduced Rate of Interest, to pay off the Monies now charged on the Tolls and Duties payable by virtue of Four Acts of the Reign of his late Majesty King George the Third,for improving the Navigation of the River Thames, westward of London Bridge, within the liberties of the city of London,' states that an offer had been made to the Corporation of the city of London of an advance of a sum of money, on the credit of the tolls and rates of the river, at an interest of four per cent, per annum; and as they are now paying five per cent, the act empowers them to raise the sum of £170,000 at four per cent. by mortgage of the tolls, which sum is to be appropriated to the payment of the existing debt; the present creditors who may be willing to reduce their rate of interest to four per cent, to remain creditors at such reduced interest.

In 1827 an act of parliament was passed, entitled, 'An Act for the better Regulation of the Watermen and Lightermen on the River Thames, between Yantlet Creek and Windsor,' which incorporates the company of watermen, &c. by the name of

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 "The Master, Wardens and Commonalty of Watermen and Lightermen of the River Thames ;" and among other regulations, provides that every member of the company should have a licence for his boat, expressing the number of persons he is allowed to carry in it, which number, with his name, shall be painted on the boat; an omission of which subjects the offender to a penalty of 20s. and carrying more than the number expressed in the licence, to a penalty of 40s. The court of Aldermen of the city of London to fix the fares to be taken by the members of this company, which list is to be approved by his Majesty's Privy Council; and the penalty for any person taking more than the legal fare is 40s.

We shall here only notice the act of parliament of 1829, entitled, 'An Act for the Sale of the City Canal, and for other Purposes relating thereto,' for the opportunity of remarking, that this canal was cut by government across the Isle of Dogs, to save the circuitous navigation round that island; and that agreeably to the purport of this act it was sold to the West India Dock Company, as will be found stated under the article of "Isle of Dogs Canal."

Since the execution of the Thames and Severn Canal, which communicates with the River Thames at Lechlade, that very bad part of the river between Lechlade and Cricklade has been abandoned, and it is now navigated to Lechlade only; indeed, at this time, from Oxford to Lechlade is but an indifferent navigation. The distance of the last-mentioned town from London, by the river, is one hundred and forty-six miles and a half, and the distances between the towns on the line as follow :-


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The total fall from Lechlade to low-water-mark is 258 feet, which upon average is near 21½ inches per mile.

As an account of the receipts and disbursements of the commissioners of the Thames Navigation in the year 1829, was printed during the last session by order of the House of Commons, we take this opportunity of presenting our readers with a copy.

NEW WORKS, &c.
The immense trade of that part of this river which comes within the design of our work, arises principally from having London situated upon its banks, to which great emporium it conveys the produce, not only of the counties through which its winding course proceeds, but of many other parts of the kingdom with which it is connected by other rivers and canals; and on the other hand, it distributes the East and West India and Continental produce, indeed, of nearly all the world; to which may be added, the numerous branches of home manufactures required by the country throughout the whole line of its communication.


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THAMES AND MEDWAY CANAL.
39 & 40 Geo. III. C. 23, R. A. 16th May, 1800.

44 Geo. III. C. 46, R. A. 5th June, 1804.

50 Geo. III. C. 76, R. A. 18th May, 1810.

58 Geo. III. C. 18, R. A. 17th Mar. 1818.

5 Geo. IV. C. 119, R. A. 17th June, 1824.

THE first step towards the execution of this work took place in 1799, when Mr. R. Dodd was consulted as to the possibility of obviating the necessity of the then circuitous passage round the Nore, from Gravesend to the Medway, at Strood. He accordingly proposed a line nine miles and two chains in length, viz, an open canal six miles, seven furlongs and two chains, and a tunnel two miles and one furlong, whereby a circuit of no less than forty-seven miles was to be avoided. The plan was approved of, although the estimate was far too low, and an act obtained in 1800, under the title of 'An Act for making and maintaining a navigable Canal from the River Thames, near to the town of Gravesend in the county of Kent, to the River Medway, at a Place called Nicholson's Ship Yard, in the parish of Frindsbury, in the said county; and also a certain collateral Cut from Whitewall, in the said parish, to the said River Medway.' By this act the proprietors were incorporated as "The Company of the Thames and Medway Canal," with the usual powers for completing the works; for defraying the cost of which they were empowered to raise £40,000, in shares of £100 each; and in case the said sum should prove insufficient, they may raise, in addition, £20,000 on mortgage of the works or by creation of new shares. It is also provided, that tide locks and entrance basins shall be made at each point of termination in this canal

Under authority of the above act the work commenced, and proceeded till that part extending from Gravesend to Denton was completed, when it was deemed advisable to make a deviation and other alterations from the original line, which required a new act. This was obtained in 1804, and is entitled, 'An Act for enabling time Company of Proprietors of the Thames and Medway Canal to vary the Line of the said Canal, and to raise a Sum of Money for completing the said Canal and the Works thereunto belonging; and for altering and enlarging the Powers of an Act made in the


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  'Thirty-ninth and Fortieth of his present Majesty, for making the said Canal and a collateral Cut thereto.' The deviation here alluded to was laid down in 1803 by Mr. Ralph Walker, who proposed a line nine miles and one chain in length, on a level throughout, and avoiding the necessity of a tunnel, which was proposed in the former act. His estimate for this deviation was £98,147, 10s.

By this act the company had power to undertake the deviation, and to provide for the expenditure on the same by raising an additional sum for the purpose of completing the work according to the new scheme.

The line, however, did not yet appear to satisfy the undertakers of the project, for in 1810 we find them obtaining a further 'Act for enabling the Company of Proprietors of the Thames and Medway Canal to vary the Line of the said Canal; and for altering and enlarging the Powers of Two Acts, passed in the Fortieth and Forty-fourth of his present Majesty, for making the said Canal and a collateral Cut thereto.'  In prosecuting the work the company exhausted their resources, and the next act was passed in 1818, under the title of 'An Act for enabling the Company of Proprietors of the Thames and Medway Canal to raise a further Sum of Money, for completing the said Canal and the Works thereto belonging, and for altering, enlarging, and rendering more effectual, the Powers for making the said Canal and Works.' By this act the company are empowered to raise a further sum of £100,000 in half shares of £50 each, or by granting bonds of £100 each, bearing interest at £5 per cent. to their clerk or treasurer, who are authorized from time to time to sell the same with the sanction of the said company; these bonds being secured on the property vested in the said company.

By the prior acts, the company had authority to demand the following


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These rates, however, were not considered sufficient, and they were accordingly, by this act, empowered to demand the following in lieu of the former

TONNAGE RATES.
But if the Vessel so paying shall within Forty-eight Hours proceed on the whole Line, then the Rate paid for entering the Basin shall be deducted from the Charge made on that Account.

These rates may be lowered and raised again, as needful.

In 1824 a further extension of the company's powers was obtained by an act, entitled, 'An Act for enabling the Thames and Medway Canal Company to raise a further Sum of Money to discharge their Debts, and to complete the said Canal and the Works thereunto belonging; and for altering, enlarging, and rendering more effectual the Powers for making the said Canal and Works.' By this act the company have the power of raising £50,000 by bonds of £1,000 each, bearing £5 per cent, interest, or by promissory notes or bonds under the common seal; and in case the said £50,000 shall not discharge the whole of their debts, they may in like manner raise an additional sum of £25,000, and any part of the sums directed to be raised by the former acts, may be raised by any of the means directed in the present act.

This canal commences in Gravesend Reach, nearly opposite to Tilbury Fort, and at this point, according to the provisions of the act, it has a basin and wharfs, From the wharfs it runs in nearly a straight line from west to east through Gravesend Marshes, a distance of about three miles; then making a detour to the south, it proceeds to join the River Medway nearly opposite Chatham, where a basin is made for the accommodation of vessels using this canal.

This canal, though of so short a length, is one of paramount importance, as to saving distance; an idea of the cost of executing it may be formed from the sums granted for that purpose by the various acts above quoted; and the utility of the work may be estimated from its situation and connection with the populous places on the line; the rates, however, do not appear to have given satisfaction, and the work is consequently not much used.


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THAMES AND SEVERN CANAL.
23 Geo. III. C. 38, R. A. 17th April, 1783.

31 Geo. III. C. 67, R. A. 13th May, 1791.

36 Geo. III. C. 34, R. A. 7th March, 1796.

49 Geo. III. C. 112, R. A. 27th May, 1809.

53 Geo. III. C. 182, R. A. 2nd July, 1813.

THIS canal was first projected by Mr. R. Whitworth, in 1782, and after obtaining the sanction of parliament, was afterwards executed by him. It commences in the Stroudwater Canal, at Wallbridge, near Stroud, and thence taking an easterly direction, it runs by Stroud, Chalford and Sapperton; here it is conveyed through the celebrated Tarlton or Sapperton Tunnel, which is the largest in the kingdom; then passing the head of the River Thames or Isis it reaches Siddington St. Mary, at which place a branch about a mile in length runs from it to the town of Cirencester; thence to South Cerney and Latton, where it is joined by a branch of the Wilts and Berks Canal, originally called the North Wilts Canal; then passing Cricklade and Kempsford, it terminates by locking down into the Thames and Isis Navigation at Lechlade.

The act of parliament, under authority of which this undertaking was commenced, is entitled, 'An Act for making and maintaining a navigable Canal from the River Thames, or Isis, at or near Lechlade, to join and communicate with the Stroudwater Canal at Wallbridge, near the town of Stroud; and also a collateral Cut from the said Canal at or near Siddington, to or near the town of Cirencester, in the counties of Gloucester and Wilts.' It incorporates a number of persons, who were subscribers to the undertaking, amongst whom are the Earl of Radnor, Lord Dudley and Ward, Sir Edward Littleton, Bart. and Sir Herbert Mackworth, Bart. by the name of" The Company of Proprietors of the Thames and Severn Canal Navigation," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £130,000, in thirteen hundred shares of £100 each, and, if necessary, a further sum of £60,000, by mortgage of the tolls and rates, and directs that five per cent, per annum shall be paid on the sum so raised during the progress of the work. The act also authorizes the company to take the following tonnage rates.


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TONNAGE RATES.
And in proportion for any greater or less Distance or Quantity.

Any Goods remaining on any Wharf longer than Twenty-four Hours, to pay such Rate as may be agreed upon with the Parties, and in case of Dispute, to be settled by the Commissioners appointed under the Act.

The act provides that certain rates shall be taken by the company of proprietors of the Stroudwater Navigation, on goods passing from their canal into the Thames and Severn Canal, which rates will be found in our article on the Stroudwater Navigation; and it also directs that on goods passing from, the said Stroudwater Navigation into this canal, the company shall take the following

TONNAGE RATES.
For Coal going more than One Hundred and Fifty Yards above the said Road, the usual Tonnage Rates taken on the Canal.

And passing more than One Hundred and Fifty Yards above the said Road the usual Tonnage Rates.

If this Company reduce their Tonnage Rates on Coal to One Penny per Ton per Mile, the Stroudwater Navigation to reduce theirs also to that Sum, on all Coal carried from their Canal to this, and to more than One Hundred and Fifty Yards above the Road at Brimseombe, and all Materials for making or repairing either of these Canals, to pass free on each of them.

Vessels of less than Six Tons to pay a Lock Due of Sixpence at each Lock, for Waste of Water, and in addition to pay for Six Tons of Lading.

In 1791 the company obtained another act of parliament, entitled, 'An Act to enable the Company of Proprietors of the Thames and Severn Canal Navigation, to borrow a further Sum of Money to complete the said Navigation,' which empowered them th borrow an additional sum of £60,000, by mortgage of the tolls and rates.


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The act passed in 1796, entitled, 'An Act to enable the Company of Proprietors of the Thames and Severn Canal Navigation, to raise a certain Sum of Money, for discharging some Arrears of Interest, and other Debts relating thereto, and to maintain and support the said Navigation,' empowers the company of proprietors to raise a further sum of £65,000, by the creation of thirteen hundred half shares of £50 each; and provides that those proprietors of old shares who may wish to take some of the new shares, shall be allowed to subscribe the sum of £37, 10s. now due for interest on each original share, as part of the purchase money for a half share, paying the difference of £12, 10s. in money.

Another act passed in 1809, entitled, 'An Act for altering, amending and enlarging the Powers of several Acts, for making and maintaining the Thames and Severn Canal Navigation,' empowers the company to raise a further sum of £200,000, by any of the means prescribed by the former acts of parliament, or by the creation of new shares, in which case the old proprietors are to have the option of taking the same number of new shares as they hold of the original ones, before they are otherwise disposed of.

The last act of parliament relating to this canal was passed in 1813, and is entitled, 'An Act for altering and amending an Act made in the Twenty-third Year of the Reign of his present Majesty, for making and maintaining the Thames and Severn Canal Navigation.' It authorizes the company of proprietors to make a dock or basin on their canal at a place called Weymoor Bridge, in the parish of Latton, in Wiltshire, where the North Wilts is proposed to join the Thames and Severn Canal, and empowers them to contribute, as shareholders, the sum of £5,000 towards making the North Wilts Canal.

Goods remaining on any wharf in the basin more than six hours, to pay such rates as may be agreed on.

The length of this canal is thirty miles and seven chains; from the Stroudwater Canal to Sapperton, a distance of seven miles and three-eighths, with a rise of 243 feet, by twenty-eight locks; from thence the summit pound continues through the tunnel, which is two miles and three-eighths in length to


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 near Coates, and level; thence to the Thames and Isis Navigation, twenty miles and three-eighths, with a fall of 134 feet by fourteen locks. The first four miles of this canal from Stroud is of the same width and depth as the Stroudwater Navigation, and calculated for the Severn Boats; the remainder of the line is 42 feet wide at top, 30 at bottom, and 5 feet deep, and the locks admit boats of 80 feet in length and 12 feet wide.

The famous tunnel at Sapperton, which was constructed by Mr. R. Whitworth, the engineer employed on this canal, is two miles and three-eighths in length; the arch is 15 feet wide in the clear, and 250 feet beneath the highest point of the hill, which is of hard rock, some of it so solid as to need no arch of masonry to support it; the other parts are arched above and have inverted arches in the bottom. It was first passed on the 20th April, 1789, and on the 19th November following the first vessel passed from the Severn into the Thames.

On the 19th July, 1778, during the execution of this work, his late Majesty King George the Third went to view the tunnel, with which he expressed himself much astonished, and on the construction of which he bestowed the highest praise.

The advantages of forming a communication between the Rivers Thames and Severn, have been always so apparent, that as long ago as the reign of Charles the Second, a bill was introduced into parliament for making the connection by means of the River Avon. It was not however acted upon. At the time the first act was obtained for effecting the junction of these rivers, by means of this canal, the project held out as fair prospects of success and pecuniary advantage to the promoters as any undertaking of the kind in the kingdom.

By connecting London with Bristol, Gloucester and Worcester, and other towns on the banks of the Severn, a safe and easy course to London is opened for not only the trade of Gloucestershire and Worcestershire, but also that of Herefordshire, Monmouthshire and South Wales; to which might be added the trade of the towns on the Thames, which receive their supplies of coal from the mines connected with the Severn. These prospects have not, however, been realized to the extent that was expected, owing, in a great measure, to the inefficient state of the navigation of the upper


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 part of the River Thames, and to the construction of other canals in the neighbourhood, more especially the Kennet and Avon, which affords a much shorter route from Bristol to London.

THANET CANAL.
13 George III. Cap. 47, Royal Assent 10th May, 1773.

THIS canal is the property of the Earl of Thanet, at whose expense it was constructed. It runs from the Leeds and Liverpool Canal, in a direction nearly north, and about one-third of a mile in length, to a little above Skipton Castle.

The act is entitled, 'An Act to enable the Right Honourable Sackville, Earl of Thanet, to make a navigable Cut or Canal from a Place called the Spring, lying near Skipton Castle, in the county of York, to join and to communicate with the navigable Canal from Leeds to Liverpool, in a Close called Hebble End Close, in the township of Skipton, in the said county of York.'  The whole line through which the canal passes is Lord Thanet's property, with the exception of one close which belongs to the Free Grammar School at Skipton.

Its object is the conveyance of limestone from the quarries about a mile above the castle, to which, railways are laid, which limestone is used at the foundries in the neighbourhood of Bradford, and for making and repairing both turnpike and other roads to a considerable extent beyond Leeds and Wakefield; besides which, it is burnt into lime for agricultural and building purposes.

TONE RIVER OR TONE AND PARRETT NAVIGATION.
10 & 11 William III. Cap. 8, Royal Assent 24th March, 1699.

6 Anne, Cap. 9, Royal Assent 11th March, 1707.

44 George III. Cap. 83, Royal Assent 14th July, 1804.

THIS navigation, which is about twenty-seven miles in length, commences in the Grand Western Canal at Taunton, and runs in a direction nearly north, by a bending course, passing Bridgewater,


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 to the tideway in Bridgewater Bay at Start Point, in the Bristol Channel; being, however, joined in its course, at Borough Chapel, by the Parrett River.

It was executed under authority of an act passed in 1699, entitled, 'An Act for making and keeping the River Tone navigable from Bridgewater to Taunton, in the county of Somerset,' and of another in 1707, entitled, 'An Act for the more effectual making and keeping the River Tone navigable from Bridgewater to Taunton, in the county of Somerset;' and in 1804 a third act was passed, entitled, 'An Act for explaining and amending Two Acts, passed in the Tenth and Eleventh Years of the Reign of King William the Third and the Sixth of Queen Anne, for making and keeping navigable the River Tone, from Bridgewater to Taunton, in the county of Somerset.' These acts appointed certain persons conservators of this river, who were to collect tonnage rates thereon, part of which were to be applied to time maintenance of the navigation, and the remainder for the benefit of the poor of Taunton, and the parishes of Taunton St. Mary Magdalene and Taunton St. James.

In 1811 a number of persons became a company and obtained an act of parliament, authorizing them to make a canal from near Bristol to Taunton; and as it was supposed that this canal would materially injure the interests derived from the River Tone, the company are directed by the act of parliament to purchase those interests, and to maintain the River Tone out of the tolls arising therefrom, as will be found noticed under the article, "Bridgewater and Taunton Canal," in this work.

TRENT RIVER.
10 & 11 Wm. III. C. 20, R. A. 4th May, 1699.

10 Geo. III. C. 57, R. A. 16th Mar. 1770.

13 Geo. III. C. 86, R. A. 24th Dec. 1772.

23 Geo. III. C. 41, R. A. 6th May, 1793.

23 Geo. III. C. 48, R. A. 24th June, 1793.

34 Geo. III. C. 95, R. A. 9th May, 1794.

THIS river rises in the most northern extremity of Staffordshire, near a place called Thursfield, from whence it runs southerly to Handford Bridge, being in its course joined by several other branches; proceeding through the grounds of the Marquis of Stafford, at Trentham, (where it forms a fine sheet of water) it


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 runs by Stone, and continues in a south-easterly direction by Great Heywood, Wolseley Park, Hagley Park and Rugeley, to Cattor Hall; then, bending north-easterly, it runs by Drakelow Park to Burton-upon-Trent, where it becomes navigable, and is there joined by a short branch from the Trent and Mersey Canal; continuing its course north-easterly by Newton Park to near Swarkestone, where the Derby Canal locks down into it, it proceeds by Donnington Park to Wilden Ferry, there uniting with the Trent and Mersey Canal; thence running easterly a short distance, it is joined by the River Soar or Loughborough Navigation, and on the opposite side by the Erewash Canal; bending a little northerly by Thrumpton and Clifton Halls, where the Beeston Cut, which communicates with the Nottingham Canal, joins it on the north side, it runs down to Nottingham, there receiving the Grantham Canal; proceeding north-easterly it passes East Bridgeford, Stoke Hall, Newark and Marnham Hall, to Torksey Lock, at which place the Foss Dyke Navigation, extending to Lincoln, communicates with it.; thence taking a northerly course by Burton Hall, Lea Hall and Gainsborough, it proceeds to West Stockwith, where the Chesterfield Canal locks into it, and where it is also joined by the River Idle; continuing its northerly course by Owston to Keadby Lock, taking the Stainforth and Keadby Canal in its way, it proceeds to the junction with the River Ouse, at a place called Trentfalls, opposite to Flaxfleet, and from the union of these rivers, to the sea, forms the Humber.

The first act of parliament relating to the navigation of the River Trent, was passed in 1699, and is entitled, 'An Act for making and keeping the River Trent, in the counties of Leicester, Derby and Stafford, navigable.' This act vested the tolls to be taken under its authority in the Earl of Uxbridge, or his lessees, and empowered him or them to take the following

TONNAGE RATE.
It appears that the lessees of the Earl took little pains to improve the navigation, for so many shoals continued to exist, as rendered the river impassable in dry seasons.


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In 1770 a second act was passed, entitled, 'An Act for the better regulating the Navigation of the River Trent from Wilden Ferry, otherwise Cavendish Bridge, in the county of Derby, to Gainsborough, in the county of Lincoln,' which, after stating that great irregularities and continual trespasses on the lands adjoining the river, were committed by the boatmen, provides, that in future all barges or other vessels going upon the river from Wilden Ferry to Gainsborough, should be numbered, and have the name and residence of the owner marked thereon, under a penalty of five pounds.

Another act of parliament respecting this river, which was passed in 1772, and entitled, 'An Act for improving and completing the Navigation of that Branch of the River Trent, which runs by the town of Newark-upon-Trent, from a Place called The Upper Weir, in the parish of Averham, in the county of Nottingham, to a Place called The Crankleys, in the parish of South Muskham, in the said county,' appoints commissioners for improving and completing the navigation of that branch of the River Trent which runs from The Upper Weir, passing the town of Newark to The Crankleys; the other branch of the river at that point passing by Averham, Kelham and South Muskham, is to unite with that to be made navigable by this act at The Crankleys.

The act provides that the barges on this branch shall be haled by men only, and that the commissioners may take the following

EXEMPTIONS.
Hay and Corn, (not sold but being carried to be laid up in the Yards, &c. of the Owner) Materials for repairing Roads, (not being Turnpike) and Manure for Lands through which the Navigation passes, provided the Things, exempted as above pass through any Lock, at such Times as the Water is flowing over the Waste Weir.

These tolls to be free from all taxes; and all mortgages, transfers and other writings connected with this navigation to be exempt from stamp duty.


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The commissioners are empowered to borrow such sum of money as may be necessary for the completion of the work, by mortgage of the tolls, &c.

The next act of parliament, passed in 1783, and entitled, 'An Act for empowering Persons navigating Vessels upon the River Trent, between a Place called Wilden Ferry, in tile counties of Derby and Leicester, or one of them, and the town of Burton-upon-Trent, in the county of Stafford, to hale the same with Horses,' repeals that part of a former act which provides that the barges, &c. on this navigation shall be haled by men only, and allows horses to he used.

This act was followed by another in the same year, entitled, 'An Act for improving the Navigation of the River Trent, from a Place called Wilden Ferry, in the counties of Derby and Leicester, or one of them, to Gainsborough, in the county of Lincoln; and for empowering Persons navigating Vessels thereon, to hale the same with Horses;' which appointed commissioners to carry the purposes of the act into execution, and who are authorized to take the following

TONNAGE RATES.
The act also repeals that portion of a former act which limited the haling of barges and other vessels to men only.

The last act of parliament relating to the navigation of this river was passed in 1794, and is entitled, 'An Act to alter and amend an Act of the Twenty-third Year of his present Majesty, for improving the Navigation of the River Trent, and for making and maintaining a navigable Canal from the said River, in the parish of Beeston, to join the Nottingham Canal, in the parish of Lenton, in the county of Nottingham; and also certain Cuts on the Side of the said River.'  The canal cut under the authority of this act of parliament, commences in the parish of Beeston, and running northerly joins the Nottingham Canal, in the parish of Lenton.


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 * poverty and hunger leading to environmental degradation. deteriorating agriculture, and hence more poverty and hunger:
 * falling savings and a neglect of new investment in the wake of growing poverty:
 * high infant mortality. poverty, and lack of education:
 * high population growth rates; and
 * a flight from rural hunger to the cities, leading to explosive levels of urban growth and squalor. compounding the problems of inadequate food supplies.

13. The situation is not everywhere so bleak. Some nations have coped well, and some far-reaching and courageous policy reforms begun in the last few years have begun to bear fruit. Encouragement also comes from South Asia, where a comparable crisis 20 years ago has given way to an upward spiral of rising food production, diminishing (but still vast) poverty, slowing population growth, rising savings and investment, and greater attention to the long-term questions of environmental management and appropriate technology.

14. Among the many causes of the African crisis, the workings of the international economy stand out. Sub-Saharan Africa's economic well-being depends even more than low-income Asia's on developments in the world economy. Within the last decade, many sub-Saharan countries have been hit by adverse trends in commodity terms of trade and external shocks such as higher oil prices, fluctuating exchange rates, and higher interest rates. Over the last 10 years, the prices of me)or commodities such as copper, iron ore, sugar, ground-nuts. rubber, timber, and cotton have fallen significantly. In 1985. the terms of trade of sub-saharan countries (except oil-exporting countries) were 10 per cent below 1970 levels. In countries eligible for funds from the International Development Association (IDA), the average fall was well over 20 per cent, with even greater drops in some, including Ethiopia, Liberia, Sierra Leone, Zaire, and Zambia.

15. The problem has been compounded by growing difficulties in attracting development capital from the industrial world. At the same time, debt repayment and interest charges have risen. Debt service rose in sub-Saharan Africa as a whole from 15 per cent of export earnings in 1980 to 31 er cent in 1986. This combination of events has led to a situation where net resource transfers to the area fell from an estimated $10 billion a year in 1982 to $1 billion in 1985. Thus nations have been able to import far less. In countries eligible for IDA loans, the import volume per person in 1984 was only 62 per cent of the volume in 1970. Imports for agriculture – machinery, fertilizers, and pesticides – and of essential supplies to meet basic needs have all been cut. The combination of adverse international and internal factors cut per capita income by 16 per cent in sub-Saharan Africa between 1980 and 1985.

16. The economic difficulties of sub-Saharan countries have had devastating social impacts. Declining per capita food production has contributed to growing undernourishment. The recent drought /…

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 placed some 35 million lives at risk in 1984/85, and as the drought receded some 19 million people continued to suffer famine. Malnutrition and hunger have weakened much of the population, reducing their productivity, and made more of them (especially children and the old) more susceptible to debilitating diseases and premature death. The crisis has reversed progress in supplying safe drinking water and sanitation.

17. It is now more widely recognized that it is necessary to deal with the long-term causes rather than the symptoms. The vast misery brought on by the drought in Africa is now generally acknowledged, and the world community has responded with a substantial emergency programme. But emergency food aid is only a short-term reaction, and, at best, a partial answer. The roots of the problem lie in national and international policies that have so far prevented African economies from realizinq their full potential for economic expansion and thus for easing poverty and the environmental pressures that it generates.

18. The resolution lies in large part with African decision makers, but the international community also has a heavy responsibility to support Africa's adjustment efforts with adequate aid and trade arrangements and to see to it that more capital flows into poorer nations than out. These two complementary aspects of the resolution of the problems have been fully recognized by the African countries themselves and generally acknowledged by the international community The World Bank estimates that even if external economic conditions are favourable over the next five years, and even if African governments implement key policy reforms, a substantial gap will still remain between the finance or debt relief available on current donor policies and the amounts needed to prevent a further deterioration in the living standards of low-income Africa. And there is no money in this grim equation for restoring the damaged environment. /…

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 27/ NGOs in Chile, Colombia, the Federal Republic of Germany, and Turkey have also published 'State of the Environment' reports. Official reports have appeared in Australia, Austria, Canada, Denmark, Finland, France, Ireland, Israel, Japan, the Netherlands, the Philippines. Poland, Spain, Sweden, the United States, and Yugoslavia.

28/ See, for example, the annual State or the World report by Worldwatch Institute, the World Resources Report by World Resources Institute and the International Institute for Environment and Development. and the World Conservation Strategy by IUCN.

29/ Report of the World Industry Conference on Environmental Management sponsored by the International Chamber of Commerce and UNEP, 1984 see particularly the principles adopted by OECD in 1985 as a clarification of the OECD Guiding Principles for Multinational Enterprises in International Legal Materials, vol 25, No. 1 (1}86)2 see also the presentation to WCED Public Hearings. eels, June 1985, on 'World Industry Conference Follow-Up' by the Chairman of the Environment Committee of the International Chamber of Commerce.

30/ See P.S. Thachr 'International Institutional Support: The International System, Funding and Technical Assistance', paper presented to the World Conservation Strategy Conference, Ottawa, Canada, June 1986.

31/ United Nations, Report of the United Nations conference Human Environment, document A/Conf.48/14/Rev l, Chapter 1 (New York: 1972).

32/ These and other principles have been developed as proposed Articles for a Convention in the report to WCED by its Experts Group on Environmental Law. Their report also contains contemporary on the legal precedents and references to each Article See Legal Principle for Environmental Protection (Dordrecht, The Netherlands: Martnus Nijhoff, in pres).

33/ For on overview of dispute settlement procedures, mechanisms, and needs. see E.E. Stein and G. Grenville Wood, 'The Settlement of Environmental Dispute: A Forward Look', prepared for WCED, 1985.

34/ OECD, Environment and Economics, Vol. I, op. cit.

35/ OECD, Environment and Economics, Result of the International Conference on Environment and Economics (Paris: 1985)

36/ For a summary report on the work of the Committee of International Development Institutions on the Environment, UNEP, 1985 Annual Report. op. cit.

37/ Statement by Dr M.K. Tolba, UNEP Executive Director, at the opening of the Sixth session of CIDIE, hosted by the Organization of American State, Washington, DC, June 1985. /…

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188 sets aside a seventh portion "for Hermes and the nymphs" who haunt the lonely uplands. Yet his offering has no magical intent of constraining the immortals. "One thing god will give, and another withhold, even as he will, for with him all things are possible."

Such is a Homeric ideal of piety, and it would only gain force from contrast with the blasphemy of Aias, "who said that in the god's despite he had escaped the great deep of the sea."

The epics sufficiently prove that a noble religion may coexist with a wild and lawless mythology. That ancient sentiment of the human heart which makes men listen to a human voice in the thunder and yearn for immortal friends and helpers, lives its life little disturbed by the other impulse which inspires men when they come to tell stories and romances about the same transcendent beings.

There are moments when, as we study the legend of Zeus, we could almost pity a god who is by no means so black as he was painted.

As to the actual original form of the faith in Zeus, we can only make guesses. To some it will appear that Zeus was originally the clear bright expanse which was taken for an image or symbol of the infinite. Others will regard Zeus as the bright sky, but the bright sky conceived of in savage fashion, as a being with human parts and passions, a being with all the magical accomplishments of metamorphosis, rain-making, and the rest, with which the medicine-man is credited.


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The act empowers the company to raise amongst themselves, £13,000 in shares of £50 each, and if necessary, a further sum of £10,000, by mortgage of the tolls, &c. and to take the following

TONNAGE RATES.
And in proportion for a greater or less Quantity or Distance.

Only Half the above Rates to be paid for Coal, Plaster and Lime, upon any Part of this Navigation, except for Vessels navigating between Gainsborough and Dunham Shoal, and navigating no higher up the River.

Only a Half-penny per Ton to be paid on Coal, Plaster, Lime or other Goods, Wares, &c. carried on this River to Dunham Shoal and no further up, and so proportionably in case such Coal, &c. shall not be conveyed the whole Distance from Gainsborough to Dunham Shoal; and no Tonnage of any Kind to be paid for Coal, &c. conveyed down the River from Dunham Shoal to Gainsborough, or from any intermediate Place, and not brought from any Place higher up this River than Dunham Shoal.

The annual rent of £5 paid to this company by the proprietors of the Soar Navigation and Erewash Canal to cease, and in lieu thereof, every laden boat, crossing the Trent at such place, to pay sixpence.

No rates to be taken until the sum of £13,000 be expended for the purposes of the act. The profits on this navigation are not to exceed seven per cent.

The same rates to be taken on the cut as those allowed by former acts on the river.

The length of this river from Burton-upon-Trent, where it becomes navigable, to the Humber, is about one hundred and seventeen miles, and the fall to low-water-mark is 118 feet.

This river, connecting the port of Hull with a wide extent of agricultural, milling and manufacturing country, by means of the various rivers and canals which communicate with it, affords an easy means of export for the manufactures of a large district in Lancashire; the salt from Cheshire; the produce of the potteries in Staffordshire; the coal from Derbyshire; and the agricultural produce of Nottinghamshire, Leicestershire and Lincolnshire. It also opens a communication with the sea by way of Lincoln and Boston; through which channels, as well as the Humber, the


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 above enumerated are conveyed ; and in return, the interior of the country is supplied either by Hull and Gainshorough or Boston and Lincoln, with such commodities as are required by an immense population.

TRENT AND MERSEY CANAL.
6 Geo. III. C. 96, R. A. 14th May, 1766.

10 Geo III C. 102, R. A. 12th April, 1770.

15 Geo. III. C. 20, R. A. 13th April, 1775.

16 Geo. III. C. 32, It. A. 13th May, 1776.

23 Geo. III. C. 33, R. A. 17th April, 1783.

37 Geo. III. C. 36, R. A. 24th Mar. 1797.

37 Geo. III. C. 81, R. A. 6th June, 1797.

42 Geo. III. C. 25, R. A 15th April. 1802.

49 Geo. III. C. 73, R. A. 20th May, 1809.

4 Geo. IV. C. 87, R. A. 17th June, 1823.

8 Geo. IV. C. 81, R. A. 14th June, 1827.

THIS important work commences at a place called Wilden Ferry, in the county of Derby, where the Derwent empties itself into the Trent; thence running in a south-westerly direction, it passes Shardlow, Aston, Weston, Swarkestone (near which it is crossed by the Derby Canal) and Egginton, in the same county; thence continuing to Burton, where it communicates with the River Trent, it proceeds by Wichnor, to its junction with the Coventry and Fazeley Canal at Fradley; from this point, turning to the north-west, it passes by Rugeley to Heywood Mill, where it is joined by the Staffordshire and Worcestershire Canal; then running by Weston to Stone, it there takes a northerly course, passing Trentham to Stoke, where it is joined by the Newcastle-under-Lyne Canal on the south, and the Caldon Branch runs from the north side of it to near Uttoxeter, and a railway branches from it at a place called Frog Hall to the Caldon Lime Works; and there is also a railway leading from the canal to the coal works above Lane End; continuing its northerly course, it passes Etruria and Burslem to the south end of Harecastle Tunnel in Staffordshire; after passing through the tunnel it is joined by the Macclesfield Canal, and then inclines to the north-west, running by Church Lawton, leaving Sandbach on the north-east, to Middlewich, at which place the Middlewich Branch goes from it; from thence it continues a north-west course, passing the salt pits near Northwich, and through Barnton, Saltersford and Preston Tunnels, to Preston Brook, at which place it communicates with the Duke of Bridgewater's Canal, and from thence proceeds in


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 nearly a westerly course to Runcorn Gap, on the River Mersey, in the county of Chester; but this last part has become part of the Duke's Canal.

The first act of parliament, passed in 1766, is entitled,' An Act for making a navigable Cut or Canal from the River Trent, at or near Wilden Ferry, in the county of Derby, to the River Mersey, at or near Runcorn Gap;' it incorporates the subscribers by the name of "The Company of Proprietors of the Navigation from the Trent to the Mersey," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £130,000, in six hundred and fifty shares of £200 each; and they are authorized, by subsequent acts of parliament, to increase their capital to £334,250. This act likewise allows the company to take the following

TONNAGE RATES.
Materials for Roads and Manure are exempted from Tolls, provided they pass through the Locks at such Time as the Waste Water flows over the Weir.

Wharfage Rates for Goods remaining more than Twenty-four Hours, as may be agreed.

By a clause in the act of parliament, the Duke of Bridgewater is to complete that portion of the Trent and Mersey Canal running, from its junction with his own at Preston Brook, to Runcorn, such portion to be his property; he is also to receive those tolls and rates thereon, which are mentioned under the article "Bridgewater Canal."

The acts passed in 1770 and 1775 were for granting further powers to this company, but without any clause which requires extracting.

The act obtained by the company in 1776, is entitled,' An Act to enable the Company of Proprietors of the Navigation from the Trent to the Mersey, to make a navigable Canal from the said Navigation, on the South Side of Harecastle, in the county of Stafford, to Frog Hall; and a Railway from thence to or near Caldon, in the said county; and to make other Railways,' and empowers the company to make that branch canal and railway commencing from Stoke, which we have described in the introduction to this article.


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2.2 Fisheries Managment
24. World Fisheries have been expanding since the Second World War, with the global catch rising at a steady 6-7 per cent annually from 20 million to 65 million tons between 1950 and 1969. But after 1970, as more and more steers were depleted, the average annual growth in catches I to only about. 1 per cent. (Bee Table 10-1.) With conventional management practices, the growth era in fisheries is over. Even assuming restored productivity in now depleted stocks, and an increased harvest from underutilized fisheries. FAO sees only a gradual increase in catches. perhaps rising from current. levels of over 80 million tons to about 100 million. This does not augur well for future food security, especially in low income countries where fish a principal source of animal protein and where millions secure their livelihoods from fisheries activities.

25. Overexploitation threatens many stocks as economic resources. Several of the world's largest fisheries – the Peruvian anchovets, several North Atlantic herring stocks, and the Californian sardine have collapsed following periods of heavy fishing. In some of the areas affected by these collapses, and in other rich fisheries such as the Gulf of Thailand and off West Africa,-heavy fishing has been followed by marked changes species composition. The reasons for these changes are not well understood, and more research is needed into the of marine resources to exploitation so that managers can receive better scientific advice. Greater support for such work is urgently needed, and this support must include additional assistance to developing countries in increasing; their research capacity and their knowledge of their own resources.

26. One factor leading to the establishment of extended EEZs was the concern of coastal states, both industrialized and developing, over the depletion of fisheries off their coasts. A large number of conventions had been established covering most major fisheries, but they proved inadequate in most cases. Participating countries were in general unable to overcome the difficulties of allocating shares to limited common resources. Improved management was seen as an urgent need, and open access was perceived as the main obstacle to it.

27. The advent of extended EEZs under the Law of the Sea Convention was expected to solve or at least alleviate the problem. Coastal states were required to introduce effective conservation and management of the living resources in their EEZs. They could also control the activities of foreign fishermen and develop their own fisheries.

28. Industrial countries have been much more successful in doing this than developing countries. In the north-west Atlantic, the annual catch by long-range fleets has declined from over 2 million tons before 1974 to around a quarter of a million tons in 1983, and the share of the catch taken by the United States and Canada has risen from under 50 per cent to over 90 per cent. /…

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The act of 1783 is merely for amending and comfirming the powers granted by former acts.

That of 1797 is entitled,' An Act to enable the Company of Proprietors of the Navigation from the Trent to the Mersey, to make a navigable Canal from and out of a certain Branch of the said Navigation, called the Caldon Canal, at or near Endon, to or near the town of Leek, in the county of Stafford; and also a Reservoir for supplying the several Canals of the said Company with Water;' and authorizes the company to make such branch from the Caldon Branch to the town of Leek.

The act of parliament of 1802 is entitled,' An Act to enable the Company of Proprietors of the Navigation from the Trent to the Mersey, to make Railways; to alter the Course of the Railway from Frog Hall to Caldon, and Part of the Course of the Canal from Frog Hall to Uttoxeter; and to amend the Trent and Mersey Canal Acts.' This act, in addition to authorizing several alterations in the lines of the branches from the canal, empowers the company of proprietors to divide the shares which were originally £200 each, into shares of £100 each.

The act of 1809 amends and enlarges the powers given by former acts, without any particular clauses.

The act of 1823 is entitled,' An Act to enable the Company of Proprietors of the Navigation from the Trent to the Mersey, to make an additional Tunnel through Harecastle Hill, in the county of Stafford, and an additional Reservoir in Knypersley Valley, in the said county; and to amend and enlarge the Powers of the several Acts for making and maintaining the said Navigation, and the several Canals connected therewith.' By this act it is provided that all goods, wares and merchandize, using the said intended new cut or canal, shall pay an additional rate of three half-pence per ton per mile, and in proportion for a greater and less distance or weight. For completing the additional works, the proprietors are empowered to borrow £60,000 on mortgage of the works and premises of any or all of their canals. With these powers the company entered upon their new plan, as soon as it had received the sanction of the legislature, and the additional tunnel through Harecastle Hill, and the reservoir in Knypersley Valley, were forthwith completed.


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The last act of parliament relating to this navigation was passed in 1827, and is entitled,' An Act for enabling the Company of Proprietors of the Navigation from the Trent to the Mersey, to make Two Branches or Cuts from and out of the said Navigation; and for further amending the Acts of the said Company.' By this last act the company are directed to make so much of the line of the Macclesfield Canal as extends from the western part of the regulating pound, in the township of Oddrode, to Hardingswood Lock, in the parish of Audley, and to receive the rates thereon; and the following are ordered to be collected by them as

EXEMPTIONS.
Vessels laden wholly with Dung, Soil, Marl, and Ashes of Coal or Turf for time Improvement of Lands on the Line, are exempted from paying the above Rates, provided they do not pass any Lock, unless the Water is flowing over the Waste Weir of such Lock.

By this act also the company may make a communication with a cut, intended to be made by the Ellesmere and Chester Canal Company at Wardle Green; and the company shall receive for all goods, conveyed on the said intended cut into or upon the said communication, the following

TONNAGE RATES.
By this act also the £200 shares are directed to be divided into shares of £100 each. The company may borrow on mortgage the sum of £20,000, for executing the additional works and for the several other purposes of the act.

It is unnecessary, after what has been said at the commencement of the article, to enter into any minute investigation of the utility of this great national undertaking, whilst to state all the


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 difficulties which occurred in the execution thereof, would extend our remarks beyond an ordinary length; suffice it therefore to say, that the line was projected by Mr. Brindley, and executed by him up to the time of his decease, after that by Mr. Henshall. Besides the extensive one over the Dove, there are no less than one hundred and twenty-six aqueducts and culverts, ninety-one locks and six tunnels. The lockage from Harecastle Summit to the Trent, at Wilden Ferry, is 316 feet; the six locks near Wilden Ferry are 14 feet wide, enabling river boats to come up to Burton; the rest only 7 feet; from the summit to the Duke's Canal at Preston Brook, is a lockage of 326 feet. The famous Harecastle Tunnel, two thousand eight hundred and eighty yards long, is situated upon the sumnmit of this canal. The total length of the canal is ninety-three miles.

ULVERSTONE CANAL.
33 George III. Cap. 105, Royal Assent 8th May, 1793.

THE object of this canal is to admit ships to the town of Ulverstone. It commences at Hammerside Hill, in Morecombe Bay, in the Irish Sea, and terminates at the new basin and wharfs at Ulverstone, and is about a mile and a half in length; it is level with high water at ordinary tides, and has a sea lock 112 feet long at its entrance.

The act of parliament authorizing this undertaking, is entitled,' An Act for making and maintaining a navigable Cut or Canal from a Place called Hammerside Hill, in the parish of Ulverstone, in the county palatine of Lancaster, to a Place called Weint End, near the town of Ulverstone aforesaid.' It incorporates the subscribers by the name of "The Company of Proprietors of the Ulverstone Canal Navigation," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £4,000 in shares of £50 each, and, if necessary, a further sum of £3,000, and to take the following tonnage rates.


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TONNAGE RATES.
For every Vessel continuing in the Basin or Dock more than Four Days after the Cargo is discharged, One Penny per Ton per Week, to be computed from the Register of the Vessel.

For Goods remaining on Wharfs longer than Twenty-four Hours, such Rate as may be agreed on.

A junction may be formed between this and the Lancaster Canal, and coal, culm and cinders carried from the Lancaster into the Ulverstone Canal, are not liable to the sea duty.

Mr. John Rennie was the engineer employed on this canal, which was completed in 1797. It is 65 feet wide at top, 30 feet at bottom, and 15 feet deep; at the lowest neap tides there is a depth of 9 feet water at the gates of the lock, and at spring-tides, of 20 feet. A public swing bridge is erected over the canal at Hammerside.

This canal has fully answered the purposes for which it was undertaken, and is of great benefit to the town of Ulverstone, being most convenient for the iron works established in its neighbourhood.

URE RIVER.
7 George III. Cap. 93, Royal Assent 15th April, 1767.

1 George IV. Cap. 35, Royal Assent 23rd June, 1820.

THE portion of the River Ure made navigable under authority of the above acts of parliament, is that which, commencing at its junction with the Swale, and running in a westerly course, passing Boroughbridge and Newby Hall, terminates at Ripon.

The act of 1767, entitled,' An Act for making navigable the River Ure from its Junction with the River Swale, to the borough of Ripon, in the county of York,' appoints certain commissioners to carry into effect the purposes of the act, with powers to borrow such sums of money as they may find necessary for completing the undertaking, upon the credit of the tolls, and to take the following tonnage rates.


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TONNAGE RATES.
The act of parliament passed in 1820, entitled,' An Act for maintaining navigable the River Ure, and its collateral Cuts, from its Junction with the River Swale, to the borough of Ripon, in the county of York,' states that the commissioners appointed under the former act had greatly improved the navigation of the river, and had made several short cuts connected therewith, and had borrowed several sums of money to enable them to make such improvements, and that such sums, with the interest thereon, now amount to £27,850; and that none of the commissioners now remaining are qualified to act, and that the navigation is falling into decay, certain of the creditors of the navigation are, at their desire, incorporated by the name of "The Company of Proprietors of the River Ure Navigation to Ripon," and empowered to raise amongst themselves, for the purposes of the act, the sum of £34,000, in two hundred shares of £170 each, and, if necessary, a further sum of £3,400, either amongst themselves, by the creation of new shares, or by mortgage of the tolls; and one hundred and sixty-four of the shares in this navigation are to be reserved for the holders of securities on the navigation, who may take them or remain creditors of the undertaking, at their option. The act also, as heretofore, authorizes the company to take the following

TONNAGE RATES.
And in proportion for a greater or less Quantity.

Vessels not passing a Lock on the Navigation, to pay no Tolls.

Goods remaining on Wharfs longer than Twenty-four Hours and less than Six Days, to pay Three-pence per Ton,and longer than Six Days, such Rate as may be agreed on.

The act also directs that the company expend £3,000 in repairs of the navigation within five years from the passing of the same.


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Rh A third set of mythologists, remembering how gods and medicine-men have often interchangeable names, and how, for example, the Australian Biraark, who is thought to command the west wind, is himself styled "West Wind," will derive Zeus from the ghost of some ancestral sorcerer named "Sky." This euhemerism seems an exceedingly inadequate explanation of the origin of Zeus. In his moral aspect Zeus again inherits the quality of that supernatural and moral watcher of man's deeds who is recognised (as we have seen) even by the most backward races, and who, for all we can tell, is as old as any beast-god or god of the natural elements. Thus, whatever Zeus was in his earliest origin, he had become, by the time we can study him in ritual, poem, or sacred chapter, a complex of qualities and attributes, spiritual, moral, elemental, animal, and human.

It is curious that, on our theory, the mythical Zeus must have morally degenerated at a certain period as the Zeus of religion more and more approached the rank of a pure and almost supreme deity. On our hypothesis, it was while Greece was reaching a general national consciousness, and becoming more than an aggregate of small local tribes, that Zeus attracted the worst elements of his myth. In deposing or relegating to a lower rank a crowd of totems and fetishes and ancestral ghosts, he inherited the legends of their exploits. These were attached to him still more by the love of genealogies derived from the gods. For each such pedigree an amour was inevitably invented, and, where totems had existed, the god in this amour


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From Boroughbridge to Ripon are four locks, called Milby Lock, Rhodes's Field Lock, Oxclose Lock and Bell Furrows' Lock. Mr. John Smith was the engineer employed on this work.

The length of this navigation is about eight miles and a half, and its principal object the supply of Boroughbridge, Ripon, and their neighbourhood, with coal and other necessary articles of consumption; as well as the export of their agricultural products and large quantities of lead, which are carried to Hull by means of its connection with the River Ouse.

As that part of the River Ure below the junction with the Swale has been described in the account of the Ouse River, we refer our readers to that article.

USK TRAMROAD.
54 George III. Cap. 101, Royal Assent 17th June, 1814.

THE act of parliament relating to this tramroad is entitled,' An Act for making and maintaining a Tramroad or Railway from the parish of Mamhilad, in the county of Monmouth, to or near Usk Bridge, in the said county.' It incorporates the company of proprietors by the name of "The Usk Tramroad Company," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £6,000, in shares of £50 each, and, if necessary, a further sum of £3,000 either amongst themselves or by the creation of new shares, and to take the following

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

The company are also authorized to receive the following tolls.


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TOLLS.
The act provides that £6,000 shall be subscribed before the work is commenced, and the railway to be completed in three years.

The situation and other description of this railway will be found under the article "Mamhilad Railway," in this work.

WARRINGTON AND NEWTON RAILWAY.
10 George IV. Cap. 37, Royal Assent 14th May, 1829.

11 George IV. Cap. 57, Royal Assent 29th May, 1830.

IN the year 1829 several landed gentlemen and others interested in the trade of the town of Warrington and its neighbourhood, obtained an act for a railway or tramroad, to join the Liverpool and Manchester Railway then in a course of execution, and thereby to afford an easier conveyance than heretofore for the import and export of goods to and from Warrington and the adjacent places. This act is entitled,' An Act for making and maintaining a Railway or Tramroad from the Liverpool and Manchester Railway, at or near Wargrave Lane, in Newton-in Mackerfield, to Warrington, in the county palatine of Lancaster, and Two collateral Branches to communicate therewith.'  By this act the proprietors are incorporated as "The Warrington and Newton Railway Company," with powers to execute the proposed work, and to enter lands, take materials, and have all other privileges granted on similar occasions. They may also construct bridges, tunnels, inclined planes, warehouses, wharfs and all other necessary buildings, including steam engines, none of which, however, are to be used without consuming their own smoke. The road is not to pass nearer than twenty yards from the Sankey Brook Canal, which canal the company is not to obstruct under penalties to be enforced by any two justices of the


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 peace for the county. The company may also purchase land for wharfs and warehouses on the line, to the extent of ten acres. For putting this act into execution, they are empowered to raise £53,000, in shares of £100 each; and in case this sum should not prove sufficient for the completion of the work, they may borrow £20,000 additional on mortgage, paying interest half yearly. By this act the following are to be demanded as

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

Carriages and Cattle employed in conveying Materials for Roads and Highways in the Township of Winwirk-with-Hulme, or Hay, Straw, Corn in the Straw, Potatoes or other Produce of Land passing to the Barns or Lands of the Owners in the said Township, and other Things used in the said Township, or by the Rector thereof or his Tenants, are exempted from Tolls, provided they are not conveyed in the carriages or by the cattle of the Company.

The company may lower the said rates and raise the same again to the amount above quoted; they may also lease to the owners of mines on the line, the tolls of coals, &c. from their own mines, and they may generally let to farm, the tolls.


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Small parcels not exceeding five hundred pounds in weight are to be charged according to rates to be determined by the company. The act also empowers them to charge the following

WHARFAGE, WAREHOUSING AND CRANAGE RATES.
And for every succeeding Week the same Sums respectively for Wharfage and Warehousing.

And so on, advancing Sixpence per Ton on each additional Weight of One Ton, raised at one single Lift.

If the railway shall cross the Liverpool and Manchester Railway, the same shall be made under the direction of that company's engineer, and the engines of this company shall by no means interrupt those of the Liverpool and Manchester Railway; and if the Sankey Brook Canal Company shall, under the powers of their own act, determine on making a canal from their present works to Warrington, so as to cross this railway, either under or over, the point and mode of such crossing shall be determined by two engineers appointed, one by each company, whose opinion shall, if necessary, be subject to the decision of a third engineer, appointed umpire between them.

This railway commences on the south side of the railway between Liverpool and Manchester, at Wargrave Lane, in Newton-within-Mackerfield, in the county palatine of Lancaster, and proceeds to Dallum Lane, in Warrington; with a collateral branch, commencing at the intersection of Jockey Lane and Dallum Lane in Warrington, to Cockhedge Field, in the said township of Warrington; and a second collateral branch commencing at the said intersection of Jockey Lane and Dallurn Lane, and terminating on the north side of the turnpike-road from Liverpool to Warrington, opposite Bankey or Bank Quay, all in the said county palatine of Lancaster. The length of the main line is about four miles and a quarter, and of the two branches little more than a mile. The line proceeds from Warrington, and is directly north, to Newton.


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The act of the 11th George IV. was obtained for the purpose of enabling the proprietors to make a branch from the main line of their railway, where it crosses Newton Brook, to the north side of the Liverpool and Manchester Railway, near Newton Parks, so as to unite with the branch railway intended to be made from the borough of Wigan, where it joins the Liverpool and Manchester Railway.

The branch is one mile and a half in length, with a rise to the Liverpool and Manchester Railway of 49 feet 2 inches, at a point 56 feet 4 inches above the level of the bottom of the plinth course of Newton Viaduct. A deviation line of forty-two chains in length to the above-mentioned viaduct was contemplated, but subsequently abandoned.

Mr. Robert Stephenson is the engineer for this railway, and has estimated the expense of its construction at £7,008, which is to be advanced out of the funds of the original company; the power is here given them to borrow the further sum of £20,000 on mortgage of the undertaking.

The proprietors have taken the opportunity, afforded by the introduction of this bill, to obtain the repeal of a clause in the former act of 10th George IV. by which they were restrained from using locomotive engines on the estates of Thomas Lord Lilford and the Rector of Winwick, in the townships of Burtonwood and Winwick; and this is permitted in consequence of these gentlemen having been satisfied, from recent experiments, that no nuisance or annoyance can arise from their use.

By effecting a junction with the proposed Wigan Branch Railway, a direct communication will be made between the Wigan Great Coal Field and the populous town of Warrington; and it will afford a more expeditious transit for merchandize of every description into the populous districts on the line of this railway.

The work is as likely to answer the expectations of the proprietors as any speculation, of a similar description, lately entered upon.


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WARWICK AND BIRMINGHAM CANAL.
33 George III. Cap. 38, Royal Assent 6th March, 1793.

36 George III. Cap. 42, Royal Assent 24th March, 1796.

THIS canal commences at Saltisford, in the borough of Warwick, and from thence runs in a north-westerly direction, passing Budbrook and Bowington, to Kingswood, where it is joined by the Lapworth Branch of the Stratford-upon-Avon Canal; it then pursues a northerly course, passing by Knowle and Henwood Hall to Henwood Wharf, where it again turns off to the north-west, and passing by Olton End and Kingsford, and crossing a small part of Worcestershire, near Yardley, it joins the Digbeth Branch of the Birmingham Canal at the town of Birmingham.

The act of parliament authorizing this undertaking was passed in 1793, and is entitled,' An Act for making and maintaining a navigable Canal from, or nearly from., a Place called The Saltisford, in the parish of Saint Mary, in the borough of Warwick, unto or near to the parish of Birmingham, in the county of Warwick, and to terminate at or near to a certain navigable Canal in or near to the town of Birmingham, called the Digbeth Branch of the Birmingham and Birmingham and Fazeley Canal Navigations.' It incorporates the subscribers by the name of "The Company of Proprietors of the Warwick and Birmingham Canal Navigation," and empowers them to raise amongst themselves, for the purposes of the act, time sum of £100,000, in one thousand shares of £100 each, and if necessary, a further sum of £30,000, and to take the following


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And in proportion for greater or less Quantities.

Lime and Lime-stone are to pay Two-thirds of the above Rates only.

Paving-stones, Gravel, Sand and other Materials for Roads; and Dung, Soil and other Manure (except Lime and Lime-stone) for the Grounds of Persons whose Lands have been taken for the Canal, and provided they do not pass any Lock unless the Water shall flow over the Waste Weir, are exempted from these Rates.

Wharfage on Goods remaining more than Twenty-four Hours, is to be such Sum as the Parties may agree on.

The act grants to the Birmingham Canal Company certain tonnages for the permission to join their canal, which will be found under the head of the "Birmingham Canal Navigations," in this work.

The act of parliament obtained by the Stratford-upon-Avon Canal Company, to connect their canal with the Warwick and Birmingham Canal, by the Lapworth Cut, also directs certain rates to be paid by them to the proprietors of the Warwick and Birmingham Canal, which will be found in the account of the Stratford-upon-Avon Canal, as the clause is contained in that canal act.

The length of this canal is twenty-two miles and a half; the first half mile from its commencement at Saltisford, to near Budbrook, is level; thence to Hatton, two miles and a half, is a rise of 146 feet by twenty locks; thence to the Stratford Branch, about four miles, is level; thence to Knowle Common, about four miles and a quarter, is level; thence to Knowle Wharf, a quarter of a mile, is a rise of 42 feet by seven locks; thence to near Deritend, about ten miles, is level; and thence to the Digbeth Branch of the Birmingham Canal, about a mile, is a fall of 42 feet by five locks. At the termination at Digbeth a stop-lock is erected, which the Birmingham and Fazeley Company may fasten up, whenever the water in this canal is of less depth than 4 feet at this lock.

At Haseley this canal passes through a tunnel of three hundred yards in length; and there is another tunnel at Rowington; at Henwood Wharf it crosses the Blythe River, by an aqueduct; near Flint Green it passes over the Cole River in the same manner; and there is a third aqueduct over the Rea River near its termination at Digbeth.

A second act of parliament was obtained by this company in 1796, entitled,' An Act for enabling the Company of Proprietors of the Warwick and Birmingham Canal Navigation, to finish


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 ' and complete the same; and for amending the Act of Parliament passed in the Thirty-third Year of the Reign of his present Majesty, for making the said Canal,' which empowers the company to raise a further sum of £50,000 to carry on their work, by a creation of one thousand half shares of £50 each.

This canal is one of the great lines of communication between Lancashire and London; by its connection with the Oxford Canal, through the Warwick and Napton, and thence with the Grand Junction Canal, near Braunston, it not only opens a communication between London and Birmingham and the neighbouring commercial towns, but is a means, by its other connections, of conveying the trade between London, Liverpool and Manchester; in addition to which, it affords a cheap and plentiful supply of coal to Warwick, Leamington and the neighbourhood, and therefore cannot fail to remunerate the proprietors.

WARWICK AND NAPTON CANAL.
34 George III. Cap. 38, Royat Assent 28th March, 1794.

36 George III. Cap. 95, Royal Assent 14th May, 1796.

49 George III. Cap. 72, Royal Assent 20th May, 1809.

THIS canal, commencing at the Warwick and Birmingham Canal, in the parish of Budbrook, runs in an easterly direction, leaving the city of Warwick on the south, and passing by Leamington Prior's, Radford, Long Itchington and Stockton, it joins the Oxford Canal near Napton-on-the-Hill. In its course, which is about fourteen miles in length, it crosses the River Avon near Warwick by an aqueduct bridge, and near Radford and Long Itchington there are other smaller aqueducts.

The first act of parliament relating to this canal was passed in 1794, and entitled,' An Act for making and maintaining a navigable Canal, out of, and from, the Warwick and Birmingham Canal now cutting, or intended to be cut, in the parish of Budbrook, in the county of Warwick, into the Oxford Canal, in the parish of Braunston, in time county of Northampton.' It incorporates the subscribers to the undertaking, by the name of "The Company of Proprietors of the Warwick and Braunston Canal


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 "Navigation," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £100,000, in one thousand shares of £100 each, and if necessary, a further sum of £30,000.

The course prescribed by this act was soon found to be inconvenient, the company of proprietors therefore obtained a second act of parliament in 1796, entitled,' An Act for authorizing the Company of Proprietors of time Warwick and Braunston Canal Navigation to vary the Course of a certain Part of the said Canal, and for amending and altering the Act made in the Thirty-fourth Year of the Reign of his present Majesty for making the said Canal,' which authorized them to adopt the present line of the canal, and change the name of the company to that of "The Company of Proprietors of the Warwick and Napton Navigation ;" and to take the following

TONNAGE RATES.
Lime and Lime-stone only half the said Tonnage.

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

Only Two-pence per Ton per Mile to be taken on Goods carried on this Canal, not exceeding Five Miles from the Warwick and Birmingham Navigation; nor more than Three Half-pence per Ton per Mile for Free-stone, nor any Tonnage on empty Boats passing for the purpose of fetching Free-stone, or Boats laden with Manure for the Lands of Persons whose Ground has been taken for the Canal.

The first act of parliament contained certain clauses of tonnage rates in favour of the Oxford Canal Company, which by this act are repealed, and in lieu thereof, it is enacted :-

"That time proprietors of the Oxford Canal shall receive, over and above the rate of tonnage they are entitled to, on coal, goods, &c. passing on their canal by virtue of any act now in force, the following


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RATES CONTINUED.
Coal navigated out of this Canal into the Oxford Canal towards Braunston, and laid down on the Banks of such Canal and not carried into the Grand Junction Canal, the usual Tonnage over and above the said Two Shillings and Nine-pence per Ton.

Goods (except Coal, Lime, Lime-stone and Manure) navigated out of this Canal into the Oxford Canal, and along the same towards Braunston, and laid down on the Banks of the said Oxford Canal, and not carried on the Grand Junction Canal, or from any Place on the Oxford Canal, between Braunston and Napton, along the Oxford Canal into this Canal, the usual Tonnage payable for such Goods, Wares and Merchandize (except as aforesaid) on such Canal, over and above the said Four Shillings and Four-pence per Ton.

This canal is upon the same level with the Warwick and Birmingham Canal at their junction at Budbrook, and is entitled to the waste water of that canal; but from thence to its junction with the Oxford Canal it rises 134½ feet.

The last act of parliament obtained by this company was passed in 1809, and is entitled,' An Act for amending, altering and enlarging the Powers of the several Acts relating to the Warwick and Napton Canal Navigation.' Its principal clause is explaining one in a former act, respecting vessels under twenty tons passing any of the locks, and providing that such vessels may pass them at all times on paying for twenty tons.

By executing this short canal from Warwick to Napton, another and a shorter line of communication is opened between London and Birmingham; besides affording a more direct conveyance for coal to supply the demands of the country connected with the Oxford and Grand Junction Canals, and the River Thames, to the great advantage of many large towns, as well as to the trade carried on between London and Birmingham.


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WEALD OF KENT CANAL.
52 George III. Cap. 70, Royal Assent 5th May, 1812.

THE act of parliament under sanction of which it was proposed to carry this work into execution, is entitled,' An Act for making and maintaining a navigable Canal from the River Medway, near Brandbridges, in the parish of East Peckham, in the county of Kent, to extend to, and unite with, the Royal Military Canal, in the parish of Appledore, in the said county; and also certain navigable Branches and Railways from the said intended Canal.' It incorporates the subscribers by the name of "The Company of Proprietors of the Weald of Kent Canal," and empowers them to raise amongst themselves, for the purposes of the act, the sum of £320,000, in shares of £100 each, of which sum, £305,800 is to be raised before the work is commenced, and three years is given to them to get this amount of subscription, which nmust be proved to have been done at the general quarter sessions. The company may raise a further sum of £160,000, if necessary, either amongst themselves, by creation of new shares, or by mortgage of the rates, and also take the following

TONNAGE RATES.
And in proportion for any greater or less Quantity or Distance; but Fractions of a Quarter in both cases to be taken as a Quarter.

The company are also authorized to take the following tolls for passing on the towing-path.

TOLLS.
Vessels in Ballast only or light, to pay Three-pence per Ton per Mile; and all Vessels entering any Basins or Harbours, to pay Three-pence per Ton if they have not passed Ten Miles on the Canal.


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Lords of manors or land-owners may erect wharfs, and take the following

RATES.
The act enables the company to make the canal from the River Medway at Brandbridges, through East Peckham, Yalding, Nettlestead, Brenchley, Horsmonden, Goudhurst, Marden, Staplehurst, Cranbrook, Trittenden, Biddenden, Strend Quarter, Holden, Middle Quarter, Tenterden, Ebony and Appledore, there to unite with the Royal Military Canal; also a collateral branch from Middle Quarter to Wye, in the county of Kent, with railways therefrom; and another collateral cut from Goudhurst to Hope Mill; and furthermore to make reservoirs and feeders for supplying the same with water.

This canal would open a communication from the River Thames at Gravesend, by the Thames and Medway Canal, and the River Medway, and by its junction with the Royal Military Canal, to all the places on the coast between Hythe and Winchelsea; thus avoiding the boisterous navigation round the North and South Forelands, as will be seen by reference to our map; but it has not been executed, and probably this delay arises from the restrictive clause which required a large sum to be raised before the work commenced.

WEAR RIVER.
3 Geo. I. C. - R. A. - - - - - 1716.

13 Geo. I. C. 6, R. A. 24th March, 1726.

20 Geo. II. C. 18, R. A. 17th June, 1747.

32 Geo. II. C. 64, R. A. 2nd June, 1759.

32 Geo. II. C. 65, R. A. 2nd June, 1759.

25 Geo. III. C. 26, R. A. - - - - 1785.

49 Geo. III. C. 41, R. A. 12th May, 1809.

59 Geo. III. C. 106, R. A. 21st June, 1819.

11 Geo. IV. C. 49, R. A. 29th May, 1830.

THIS river is navigable from its mouth to within a short distance of the city of Durham, whence it runs in a northerly direction, passing Finchale Abbey, and Lumley Castle, to Lambton Hall, and from thence turning to the north-east, it empties itself into the sea at Sunderland, being a distance of about eighteen miles.


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190 borrowed the old bestial form. For example, if a Thessalian stock had believed in descent from an ant, and wished to trace their pedigree to Zeus, they had merely to say, "Zeus was that ant." Once more, as Zeus became supreme among the other deities of men in the patriarchal family condition, those gods were grouped round him as members of his family, his father, mother, brothers, sisters, wife, mistresses, and children. Here was a noble field in which the mythical fancy might run riot; hence came stories of usurpations, rebellions, conjugal skirmishes, and jealousies, a whole world of incidents in which humour had free play. Nor would foreign influences be wanting. A wandering Greek, recognising his Zeus in a deity of Phœnicia or Babylon, might bring home some alien myth which would take its place in the general legend, with other myths imported along with foreign objects of art, silver bowls and inlaid swords. Thus in all probability grew the legend of the Zeus of myth, certainly a deplorable legend, while all the time the Greek intellect was purifying itself and approaching the poetical, moral, and philosophical conception of the Zeus of religion. At last, in the minds of the philosophically religious, Zeus became pure deity, and the details of the legend were explained away by this or that system of allegory; while in the minds of the sceptical Zeus yielded his throne to the "vortex" of the Aristophanic comedy. Yet his rites endured, and human victims were slain on the altars of Zeus till Christianity was the established religion. "So let it be," says Pausanias, "as it hath been from the beginning."


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Rh behind belongs to her brothers [life estate with remainder to brothers].

181. In event a father, who dedicated his daughter to the temple, thereupon gives her no dowry and then the father dies, she shall receive from her father's estate [the use of for life] ⅓ of her portion of the estate so long as she shall live and at her death her share of the estate is to revert to her brothers.

182. In event the father should fail to bestow on his daughter [virgin of the temple] a dowry prior to his death, she shall receive ⅓ of a child's portion from her father's estate, but she shall not be entrusted with the management thereof. She may, however, make whatsoever disposition of this property by law, as she may desire.

183. If anyone gives to his daughter, who is the offspring of a concubine, a dowry with a certificate thereof, and then gives her in marriage, and the father dies, she is to receive no portion of the paternal heritage.

184. If the father of the daughter of a concubine does not give a dowry to the daughter and does not provide for her in marriage, and the father dies, the daughter's brothers are to give her a dowry in keeping with the paternal fortune, and provide for her marriage.

185. In event of the adoption of a child by a person who shall give to the child his own name and nurture the child to maturity, the [natural] parents of the child shall not be permitted to claim it [of its foster parents].

186. In event of the misconduct of the child he may be returned to his father's house [by his foster parents].

187. The son of a gallant [libertine] in the service of the palace or of a public girl [public prostitute] cannot be demanded back [from the persons who cared for and raised him.

188. If a workman adopts a child for the purpose of rearing him and teaches him his trade, the child cannot be demanded back again.

189. If he has failed to teach him his trade, the son, upon reaching maturity, can return to his father's house.

190. In event an adopted child is not permitted to associate with the children of his foster parents, he may at maturity return to his father's house.

191. If anyone [unmarried] adopts a child and afterwards founds a home and rears children of his own, and then attempts to cast out the foster child, shall not be permitted so to do unless he shall give to the foster child ⅓ of a child's portion exclusive of his field, garden and house.

192. In event a foster child shall say to his foster father or mother, "Thou art not my father or mother," his tongue shall be cut off.

193. If the son of a gallant [libertine] or of a [gallant's] mistress seeks knowledge of his natural father's home from his foster father or mother, and turns away from them [his foster parents] and goes into his [natural] father's house, then his eyes are to be put out.

194. If anyone leaves a child with a wet nurse and the child dies in the wet nurse's charge, and the nurse then suckles to maturity another child without the knowledge of the father and mother of the child left with her in the first instance, that nurse shall be arrested, because she has nursed another child without the knowledge of the father and mother, and her breast is to be amputated [upon conviction of the offence].

195. Anyone assaulting his father shall suffer the loss of his hands.

196. Anyone destroying the eye of another shall suffer the loss of an eye as punishment therefor.


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Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive :::6.

Washington responded with alacrity to Diem's success, superficial though it was. Saigon was told to forget Dulles' earlier message about US willingness so see a change in government. Policy had not changed after all: the US supported Diem. The Saigon Embassy burned the first message.

 * 7.

Buoyed by his showing against Bay Vien, Diem ignored the summons from Bao Dai which appeared on April 28. The Emperor ordered Diem and General TyVy [sic] to Cannes, placed Binh Xuyen sympathizer General Vy in charge of the army end dispatched General Hinh to Saigon with personal instructions from Bao Dai. Diem refused to leave Saigon, refused to allow General Vy to assume command, refused to show General Hinh into the country.

On April 30 a new development surfaced. The National Revolutionary Congress of the Vietnamese people was announced. Backed by Cao Dai Generals Phuong and Thế, Hoa Hao General Ngo, other politicians, it claimed to represent almost all political parties in South Vietnam. The Congress declaration repudiated Bao Dai, dissolved the present government and called on Diem to form a new government and elect a national assembly to draft a constitution.

Diem was receptive to the program of the Revolutionary Congress, particularly since his brother Nhu had a hand in drafting it. He was probably not as receptive to some of the activist members of the congress, however, most of whom joined in a Revolutionary Committee. Generals Trinh Minh Thế and Phuong confided to Lansdale:

"The Revolutionary Committee had grown out of the Revolutionary Congress Front organization when Diem's brother Nhu had tried to organize some days earlier; they had followed (SMM's) advice and had joined with Nhu in the Front but were dissatisfied with some of the weak organizations they felt Nhu was depending on, so had organised something more dynamic to meet the threat of Vy and Bao Dai and called themselves the Revolutionary Committee. They vented Bao Dai dethroned and wanted the French to stop interfering in Vietnamese affairs."

Support, backhanded though it my have been, helped Diem politically in Vietnam and with the United States. Militarily he was never really threatened by Bao Dai or Generals Vy or Hinh (who was never able to deliver Bao Dai's special orders). The National Army was stronger than French and Americans thought and it refused to obey General Vy. The following episode, related to Lansdale by General Ty and Colonel Tran Van Don after their temporary arrest by Vy, illustrates this. General Vy bragged about being able to get anything he wanted from the French. Ty and Don asked him to prove Rh


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84 197. If anyone fractures the bones of another, the guilty one, upon conviction, shall have his bones fractured in punishment therefor.

198. If anyone destroys the eye of a freedman or fractures the bones of a freedman, he, upon conviction thereof, is to pay 1 "mine" of money [as a fine].

199. If anyone destroys the eye or fractures the bones of anyone's slave, he, upon conviction thereof, is to pay ½ of his value [to the owner of the slave].

200. If anyone knocks out the teeth of one, his equal [in rank], his teeth are to be knocked out, upon conviction of the offence.

201. If he has knocked out the teeth of a freedman, he is to pay ⅓ of a "mine" of money [as a fine].

202. If anyone commits assault and battery upon the person of another one of higher rank than himself, he is publicly to receive 60 lashes with the oxhide [upon conviction of the offence].

203. When a freeman commits assault and battery upon another freeman of equal rank he shall pay 1 "mine" of money [to him in damages].

204. If a freedman commits assault and battery upon a freedman, he is to pay 10 shekels of money [to that freedman so assaulted].

205. If the slave of a freeman commits assault and battery on a freeman, his ear is to be cut off as a penalty therefor [upon conviction].

206. If anyone assaults another in a fight and gives him a wound, and upon oath declares he did so without intent, he shall pay the doctor [and be discharged from further punishment].

207. If the assaulted person dies of the blow the aggressor shall, under oath, state that he did not intend to kill; if the decedent be a freeborn person, he shall pay ½ a "mine" of money as a fine [upon conviction of the offence].

208. If the decedent was a freedman, he is to pay ⅓ of a "mine."

209. If anyone strikes a freeborn woman, who is pregnant and thereby causes a miscarriage, the assailant, upon conviction, shall pay 10 shekels of money to the injured party in damages.

210. If the woman dies, then the assailant's daughter shall be killed.

211. If a woman of the freed classes suffers a miscarriage through the assailant's blow, he shall pay 5 shekels of money [to her in damages if convicted].

212. If the woman dies of the assault the assailant shall pay ½ a "mine" as a fine.

213. If the woman assailed is someone's servant and she suffers a miscarriage thereby, the assailant shall pay 2 shekels of money [as penalty upon conviction].

214. If the servant dies he is to pay ⅓ of a "mine."

215. If a doctor performs an operation upon a patient [freeborn] and thereby cures the patient, or if he opens a tumor of the eye by an operation with a knife and the eye is saved thereby, the doctor is to receive 10 shekels of money for his services.

216. If the patient is a freedman the doctor shall receive 5 shekels.

217. If the patient is anyone's slave, the owner is to give the doctor 2 shekels.

218. If a surgeon makes a severe wound with the operating knife on a patient, and the patient dies; or opens a tumor of the eye on anyone and the eye is lost, the surgeon shall have his hands chopped off.


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 {|
 * colspan=8 |TABLE 10-1
 * colspan=8 |World Fish Catch in major Fisheries 1979.-84
 * 1979
 * 1980
 * 1981
 * 1982
 * 1983
 * 1984
 * colspan=8 |(thousand tons)
 * N. Atlantic
 * 14,667
 * 14,676
 * 14,489
 * 13,597
 * 13,89l
 * 13,940
 * N. Pacific
 * 20,303
 * 20,733
 * 21,908
 * 22,603
 * 23,666
 * 26,416
 * Cent. Atlantic
 * 6,064
 * 6,867
 * 6,833
 * 7,239
 * 7,210
 * 7,164
 * Cent. Pacific
 * 7,536
 * 7,910
 * 8,478
 * 8,175
 * 7,848
 * 8,531
 * Indian Ocean
 * 3,541
 * 3,693
 * 3,728
 * 3,852
 * 4,061
 * 4,362
 * South Atlantic
 * 4,420
 * 3,095
 * 4,037
 * 4,340
 * 4,314
 * 3,957
 * South Pacific
 * 7,242
 * 6,619
 * 7,240
 * 8,328
 * 6,724
 * 8,684
 * Inland
 * 7,240
 * 7,603
 * 8,138
 * 8,455
 * 9,131
 * 9,716
 * Total*
 * 71,014
 * 71,996
 * 74,850
 * 76,590
 * 76,846
 * 82,770
 * Developed
 * 37,143
 * 38,234
 * 38,890
 * 39,265
 * 39,991
 * 42,412
 * Developing
 * 33,871
 * 33,758
 * 35,961
 * 37,326
 * 36,855
 * 40,358
 * Developing countries catch as per cent of world total
 * 47,7
 * 46,9
 * 48,0
 * 48,7
 * 48,0
 * 48,8
 * Colspan=8 |Columns do not add to totals due to rounding.
 * colspan=8 |Source: Based on data in FAO. Yearbooks of Fishery Statistics (Rome: 1979-84).
 * }
 * 33,758
 * 35,961
 * 37,326
 * 36,855
 * 40,358
 * Developing countries catch as per cent of world total
 * 47,7
 * 46,9
 * 48,0
 * 48,7
 * 48,0
 * 48,8
 * Colspan=8 |Columns do not add to totals due to rounding.
 * colspan=8 |Source: Based on data in FAO. Yearbooks of Fishery Statistics (Rome: 1979-84).
 * }
 * colspan=8 |Source: Based on data in FAO. Yearbooks of Fishery Statistics (Rome: 1979-84).
 * }
 * }
 * }

29. Yet long-range industrial fishing fleets still catch about 5 million tons annually in developing regions. Off West Africa. for example. over half the total catch is still taken by such fleets. This is due partly to the fact that many of the biggest resources lie off thinly populated areas – the western edge of the Sahara and off Namibia. But it is also due to the common lack of locally available capital, and to a shortage of local expertise in many technical aspects of fisheries, especially processing and marketing.

30. Coastal developing countries can usually obtain some modest revenue in the form of licence fees, but this represents only a fraction of what they could earn from a full national use of the resource. Another 10-15 million Lone of so far underutilized or unexploited resources could be added to the existing fisheries /…

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