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TONNAGE RATES.
Pleasure Boats and Boats used for Husbandry are to pass without paying Tolls.

The company are not to divide above £7, 10s. per cent. on their shares in any one year; but the excess, if any, is to be applied to the completion of the works, and after that to the paying off the debts due by the company. And when the mortgage debts are paid off, the tolls are to be reduced as below.

REDUCED RATES.
The exemptions mentioned in the former act are continued in this, as are also the rights of the Medway Navigation Company, who are to pay for navigating the whole or any part of the Lower Navigation, the following

TONNAGE RATES.
And when the mortgage debt is paid off, then these rates also are to be reduced to the amount above-stated in the second column.

This is a work of considerable utility, and one which has added greatly to the facilities of water carriage; and when the intended Weald Canal is made, will be a means of bringing the produce of the southern part of Kent to the great victualling place of Chatham.

In consequence of the recent discovery of a very valuable quarry of building stone on the south side of this river near Penshurst, a company, unconnected with the proprietors of the Medway Navigation, have at very considerable expense rendered this river navigable from Tunbridge up to Penshurst Bridge, by widening, deepening and straightening, and by making a cut of about a mile in length through the estate of Sir John Sidney, Bart.


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 By this means the navigation of this fine river is extended about six miles further into the interior; and as good building stone is a rare commodity within this distance of the metropolis, it will doubtless amply repay the spirited individuals who have, without any parliamentary enactment, produced the means by which it may be introduced to market.

MERSEY RIVER.
45 George III. Cap. 62, Royal Assent 27th June, 1805.

THIS may properly be considered a private bill, being only passed to enable Joseph White, Esq. lord of the manor of Higher Bebington, owner of property on the Cheshire and Lancashire sides of the River Mersey, and proprietor of the Rock Ferry House at Liverpool, to demand rates for the passage of the river there, and to erect slips, wharfs and piers on both sides for the convenience of passengers and goods conveyed over the said river. The following are the

FERRY RATES.
If the piers, &c. are not kept up, the tolls are to cease. The daily use of the ferry stamps its utility; but as it does not come within the scope of this publication, any further observations are unnecessary.

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


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MERSEY AND IRWELL NAVIGATION.
7 George I. Cap. 15, Royal Assent 17th June, 1720.

34 George III. Cap. 37, Royal Assent 28th March, 1794.

THE first attempt towards making navigable the Rivers Mersey and Irwell from Liverpool to Manchester, was the obtaining an act in the year 1720, under the title of 'An Act for making the Rivers Mersey and Irwell navigable, from Manchester to Liverpool, in the county palatine of Lancaster.' By this act certain persons were appointed undertakers, with power to scour and cleanse the rivers, and to make the necessary cuts and branches, build bridges, sluices, locks and weirs; all these necessary works were done, and a navigable communication made between Liverpool and Manchester, to the incalculable benefit of those towns; and for defraying time cost of such works, the undertakers are empowered to demand the following

TONNAGE RATES.
Dung, Marl and Manure carried on the Navigation for the use of the Owners or Occupiers of Lands within the Distance of Five Miles from the said Rivers, are free from the Rates; and since the River Mersey has been before navigable from Liverpool to Bank Quay, all Goods, Wares and Merchandize passing between those two Places, are not to be liable to the Rates.

This act was amended in 1794, by another act, entitled, 'An Act for altering an Act passed in the Seventh of George the First, entitled, An Act for making the Rivers Mersey and Irwell navigable, from Liverpool to Manchester, in the county palatine of Lancaster; by incorporating the Proprietors of the said Navigation, and to declare their respective Shares therein to be personal Property.' By this second act, the undertakers and other persons therein named are incorporated as "The Company of Proprietors of the Mersey and Irwell Navigation," and are invested with the powers of the former act; the navigation, its tonnage rates and duties, buildings, wharfs, warehouses, quays and all other appurtenances thereto belonging are granted to the said company, as are also all boats, barges, vessels and other effects, matters and things pertaining to the same.


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Commencing on the west side of the town of Manchester, at 93¼ feet above the level of the sea, the Irwell takes a very sinuous course to the west, passing Chat Moss and uniting with the Mersey after having left Flixton House to the east; from their junction the united rivers continue their progress towards Liverpool, making many turnings in their course to Warrington, at a short distance from which town a navigable cut called the Mersey and Irwell Canal opening from the rivers takes a course nearly south for a short distance, then turning to the south and again to the south-east and passing Norton Priory, it enters the estuary of the Mersey at Runcorn Gap. From Warrington the united rivers make a great detour to the south and back again northward, after which they open into the estuary before-mentioned near Sankey Bridge. Owing to the very winding course of the rivers, the length of this navigation may be reckoned fifty miles, but the distance is in many places shortened by side-cuts across the loops or bends. The elevation is not great, the whole rise being only 70 feet. The various canals and navigations connected with the Mersey and Irwell, or so near as to make a communication extremely easy, render this an undertaking of vast importance and utility.

The navigation, for which the acts quoted were obtained, has been one of very great cost to the proprietors; in many instances, as will be seen on the map, cuts of considerable dimensions have been made to shorten the winding course of the river; the want of water, also, which was severely felt in dry seasons, has been another source of expense to the undertakers; they have however conducted the work with great spirit and perseverance; and when their expensive works near Runcorn Gap are completed, this navigation will be one of the first importance.

MONKLAND CANAL.
10 George III. Cap. 105, Royal Assent 12th April, 1770.

THE act for executing this work was obtained so long back as the year 1770, under the title of 'An Act for making and maintaining a navigable Cut or Canal and Waggon Way, from the


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  'Collieries in the parish of Old and New Monkland, to the city of Glasgow.' By this act the proprietors are incorporated as "The Company of Proprietors of the Monkland Navigation," and are empowered to raise £10,000, in shares of £100 each; and in case this should prove inadequate to the completion of the work, then the further sum of £5,000 may be subscribed. The following are the authorized

TONNAGE AND WHARFAGE RATES.
Gravel, Paving-stones and other Materials, except Limestone for repairs of Roads, and Dung, Soil, Marl and all Sorts of Manure for improving Lands and Grounds, are exempted from the Rates.

The Monkland Canal begins at Old Monkland Coal Works, about 290 feet above the level of the sea, and proceeds in a course nearly direct from east to west, to Glasgow, where it communicates with a branch of the Forth and Clyde Canal, 156½ feet above the sea level. In its course it receives the Monkland and Kirkintilloch, Garnkirk and Glasgow, and Airdrie Railroads, thus opening an easy way for the transit of coals and the import of other goods into the interior.

The intent of this work, as the preamble of the act declares, is to facilitate the conveyance of coal, &c. from the interior parts of the country, and to make a better communication between the collieries in the parishes of Old and New Monkland to the city of Glasgow, and it has answered the original intention and fully proved the utility of the work.

MONKLAND AND KIRKINTILLOCH RAILWAY.
(SEE KIRKINTILLOCH, OR MONKLAND AND KIRKINTILLOCH RAILWAY.)


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MONMOUTH RAILWAY.
50 George III. Cap. 123, Royal Assent 24th May, 1810.

THE act for this work, obtained in 1810, and entitled, 'An Act for making and maintaining a Railway from Howler Slade in the Forest of Dean, in the county of Gloucester, to the town of Monmouth; and for making other Railways therein mentioned, in the county of Gloucester and Monmouth;' provides for the making of a railway or tramroad from Howler Slade in the Forest of Dean, by the villages of Newland and Redbrook and the town of Coleford to May Hill, near Monmouth, or to a place in the said town of Monmouth, extending north-eastward from Wyebridge to the Nag's Head near Dixon Gate, by passing the bridge over the Wye or by passing the river itself by a boat; and also to make branches out of the said main railway, viz, one from Winnall's Hill southwards to Winnall Colliery, with a collateral line to the mine in Clear-Well-Mead; another line from the same place northward to Wymberry Slade; one from the said line at Swan Pool to the village of Staunton; one other from the same in Lord's Grove to Redbrook Tin Mines, there branching into two railways, one extending to Lower Redbrook Tin Mines, the other to the Wye at Cinder Bank in Newland, there crossing the river to Pool Dee in the parish of Penallt, in the county of Monmouth, and also the necessary wharfs; thus rendering easy the communication between those several places, and facilitating the conveyance of coal, stone and other products of the said forest.

The proprietors are incorporated as "The Monmouth Railway Company," with the usual powers, and have authority to raise £22,000, in shares of £50 each; and should this prove insufficient, they may borrow £6,000 additional, by promissory notes or mortgage; and when the Lydney and Lidbrook (now the Severn and Wye) Railway Company shall have completed certain branches mentioned in their act, then the present company may unite their works therewith, on the payment of a yearly rent of £50 to the aforesaid company. They are also empowered to collect time following tonnage rates.


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

Coal brought up the Lines of the Lydney and Lidbrook Company to pay only Three-fourths of the above Rates, except those carried from Redbrook to Pool Dee.

Several clauses are inserted for preservation of the timber in the forest, and for securing his Majesty's rights to shares of the mines. Inspectors are to be appointed by the King's Surveyor General for searching suspicious persons and their carriages, for the maintenance of which inspectors and for the enjoyment of certain privileges, the proprietors are to pay certain annual and weekly rentals or allowances. Wharfs, &c. may be erected by the company, who are to receive according to the annexed scale of wharfage rates.

WHARFAGE RATES.
None but the that enumerated Articles may remain on the Wharfs above Six Days, but these may lie thereon for One Month on the Payment of Sixpence per Ton. After the other Articles have remained Ten Days more than the Six before-mentioned, they shall pay One Penny per Ton, and One Penny per Ton for every further Day.


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An inspection of the map will shew that the plan is well designed to answer the purposes of the subscribers thereto.

MONMOUTHSHIRE CANAL.
32 George III. Cap. 102, Royal Assent 3rd June, 1792.

37 George III. Cap. 100, Royal Assent 4th July, 1797.

42 George III. Cap. 115, Royal Assent 26th June, 1802.

THIS extensive undertaking of canal and railroads, for the company have powers to construct both, was first authorized by the legislature in 1792, by 'An Act for making and maintaining a navigable Cut or Canal from or from some Place near, Pontnewynydd into the River Usk, at or near the town of Newport, and a collateral Cut or Canal from the same, at or near a Place called Cryndaw Farm, to or near to Crumlin Bridge, all in the county of Monmouth; and for making and maintaining Railways or Stone Roads from such Cuts or Canals to several Iron Works and Mines, in the county of Monmouth and Brecknock.' By this act the proprietors are empowered to raise £120,000, in shares of £100 each, and a further sum of £60,000, if required. The company is designated "The Company of Proprietors of the Monmouthshire Canal Navigation," and has power to make new railways to iron-works, limestone quarries, or coal mines within eight miles of the line of their canal. The proprietors commenced their undertaking under the superintendence of Mr. J. Dadford, Jun. the engineer who made the estimate; and the work proceeded, but it afterwards being found advantageous to extend the original design, a second act was obtained in 1797, under the title of 'An Act for extending the Monmouthshire Canal Navigation, and for explaining and amending an Act passed in the Thirty-second of his present Majesty, for making the said Canal.' The powers of this last act, however, were soon found insufficient for the purposes designed, a third was therefore obtained in 1802, entitled, 'An Act for making and maintaining certain Railways to communicate with the Monmouthshire Canal Navigation, and for enabling the Company of Proprietors of that Navigation to raise a further Sum of Money to complete their Undertaking, and for explaining and amending the Acts passed in the Thirty-second and


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  of his present Majesty, relating thereto.' By this act the proprietors were enabled to borrow a further sum of money, and to make additional railways communicating with their canal. Five per cent, of the clear profits of the undertaking are to be invested in government securities, till a fund of £1,000 shall have accumulated for repairs of the works. The rates on various articles are to be reduced, when the proprietors are able to divide £10 per cent, on their shares, and coal is the first article so to be reduced; but when the dividend shall fall below £10 per cent. then the rates are to be advanced again. The following are the

TONNAGE RATES.
Vessels not to pass the Locks, unless the Water flows over the Waste Weir above, without special Permission.

The whole sum raised under the different acts amount to £275,330, in £100 shares. The company made nine miles of the Sirhowey Railroad, of which distance they receive the rates; they have also an annual rent of £110 from the Sirhowey Company, for allowing them to connect their railroad with these works; and they allowed £3,000 to the Brecknock and Abergavenny Company for permission to unite with that work.

This canal and its branches and railroads commence in the Usk River, not a great distance below the town of Newport, close to the termination of the Rumney and Sirhowey Railroads; passing on in a direction nearly full north and leaving Newport to the east, the canal extends by Pontypool to Pontnewynydd, a distance of more than seventeen miles and three quarters. Near this place it connects with the Abergavenny and Brecknock Canal. In its course it passes Malpas, opposite which at Crynda-Farm, is a branch canal to Crumlin Bridge. At Count-y-Billa Farm, at Risca and at Pill Gwenlly it joins the Sirhowey Tramroad; from the Crumlin Bridge Branch there is a railroad to Beaufort Iron Works; a branch


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 to Sorwy Furnace, another to Nant-y-glo Works, and a third to the Sirhowey Railroad to Risca. Near Pontypool is a railway branch to Tronsnant Furnace and another to Blaen-Din Works. From the Usk to Pontnewynydd in a distance of twelve miles and a half, there is a rise of 447 feet by the canal; in its railway continuation to Blaen-Ason, there is a rise of 610 feet in a distance of five miles and a quarter. From Crynda-Farm to Crumlin Bridge the canal rises 358 feet in eleven miles; the railway from Crumlin Bridge to Beaufort rises 619 feet in ten miles; the Nant-y-glo Branch has a rise of 518 feet.

This is an extensive and useful undertaking, being in the very centre of a country abounding in limestone, stone, coal, iron, tin and lead, which before this work was executed were permitted to remain undisturbed, for want of a conveyance for the produce of the mines. The cost of the work has been great, but it is a speculation which will not fail, eventually, of proving highly beneficial to the parties who have embarked their property in it; for by a most singular clause in the act, the coal from Newport can be carried to supply the Bristol Market without paying the sea duty, notwithstanding all other coal brought down the Severn, which does not approach within many miles so near the sea, as the Newport Coal, cannot be carried to Bristol, without payment of the duty on sea-borne coal.

MONTGOMERYSHIRE CANAL.
34 George III. Cap. 39, Royal Assent 28th March, 1794.

55 George III. Cap. 83. Royal Assent 22nd June, 1815.

2 George IV. Cap. 119, Royal Assent 23rd June, 1821.

THE Montgomeryshire Canal was commenced under an act of parliament obtained in the year 1794, with the title of 'An Act for making a navigable Canal from or near Porthywain Lime Rocks in the parish of Llanyblodwell, in the county of Salop, to or near Newtown, in the county of Montgomery, and also certain collateral Cuts from the said Canal.' By this act the proprietors were incorporated as "The Company of Proprietors of the Montgomeryshire Canal," and authorized to raise £72,000, in shares of £100 each, and a further sum of £20,000, if required, to complete the same. The company thus empowered began their


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 projected work, but after having expended £71,100, in the main line of the canal and a collateral cut to Guilsfield, they found their funds insufficient for the completion of the undertaking, and therefore applied for a second act, which was granted in 1815, as 'An Act to authorize the raising of a further Suns of Money to complete the Montgomeryshire Canal, and to extend the Power of deviating from, and making certain Alterations in, part of the original Plans, and for explaining and rendering more effectual, an Act of the Thirty-fourth of his present Majesty, for making the said Canal.'

By the second act the company are authorized to vary the line and to continue it; their title was also changed into that of "The Company of Proprietors of the Western Branch of the Montgomeryshire Canal," with the powers of the former company secured to them. The former part of this canal is by the present act distinguished as "The Eastern Branch of the Montgomeryshire Canal," and is to be supplied by the present company, with water from the Severn Feeder, the property of the former company, but now transferred to the present. This act directs the raising of £40,000 in new shares, to form one capital stock with the former capital. The same officers are to be appointed for both, and in fact it is now to be considered one concern, with this exception, that the expenses of the Eastern Branch are to be paid out of the stock and profits of that branch exclusively, and the cost of the Western out of the funds raised under this act. The old shareholders are to divide five per cent. annually on their stock, and the surplus profits are to form a fund for completing the Western Branch.

The new shareholders of the Western Branch are to divide their own profits, till they receive an annual dividend of £5 per cent, when the two shall be consolidated and pass as one.


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These rates in the first column only apply to the portion of canal and cuts already made; for the extension from the present termination at Garth Mill and Newtown, the rates in the second column are allowed.

A third act was obtained in 1821, entitled, 'An Act to enable the Company of Proprietors of the Eastern Branch of the Montgomeryshire Canal, to alter the Line of the Tannat Feeder; to make a navigable Cut from the Guilsfield Branch, to improve the same; and to amend Two several Acts respecting the said Canal.' The design of this act is to enable the proprietors of the Eastern Branch to alter the line of the Tannat Feeder, and to make a cut from the Guilsfield Branch, in order to improve the same. By this act also, the clauses whereby the two branches were to be consolidated, is repealed, and the consolidation is not to take place unless by consent of the proprietors of each. The point of commencement of the Eastern Branch, which before was doubtful, is now to be taken at the distance of thirty-five yards from the sill of the upper gate of the higher of the two Carreghofa Locks.

The length of this canal is twenty-seven miles, and was executed under the direction of Mr. J. Dadford, Jun. It has a lockage of 225 feet, in the main line from Llanymynach to Newtown. Commencing at Portywain Lime Works in Llanyblodwell Parish, in which place it unites with a branch of the Ellesmere Canal, it passes near the village of Llanymynach and crosses the Verniew River, joining at this place another branch of the Ellesmere Canal; thence running to Gwern-felu, where the branch to Guilsfield turns off, it proceeds to Welch Pool; after this it runs parallel to the Severn, past Beniew, through Garth Mill to its union with the Severn on the east side of Newtown. Its direction, by inspecting the map, will be found nearly south-west.

The estimate for the branch from Garth Mill to Newtown, was made. by Mr. Josias Jessop, and amounted to £28,268, including six locks of 8 feet each, and an aqueduct at Llyvior Brook; the cut to be 15 feet wide at the bottom, and 4 feet 6 inches deep.

The estimate for the cut from the upper end of the Guilsfield Branch to Pool Quay and widening the Guilsfield Branch, was made by Mr. G. W. Buck, at £9,140, 11s. 11d. including


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 £5,592, 1s. for the cut; £1,134, 14s. 6d. for deepening and widening the Guilsfield Branch; and £2,413, 16s. 5d. for making the Eastern Branch, or Tannat Feeder, navigable.

The northern parts of the line in particular, and the whole line generally, is situated in the midst of quarries of limestone, slate and freestone, and near mines of coal, lead-ore and other minerals; the advantages of the work, therefore, are of much importance, as well to the proprietors of land on its banks as to the public in general; particularly when we take into consideration its connection with the Ellesmere Canal, and the extent of country traversed by this useful line of navigation.

NANTLLE RAILWAY.
6 George IV. Cap. 63, Royal Assent 20th May, 1825.

7 & 8 George IV. Cap. 3, Royal Assent 21st March, 1827.

9 George IV. Cap. 62. Royal Assent 23rd May, 1828.

THIS railway commences at the Gloddfarlon Slate Quarries, near Nantlle Pool, and proceeding in a westerly direction for some distance, it turns at right angles to the north, in which direction it proceeds to its termination at the shipping quay at Carnarvon.

The first act for this work is entitled, 'An Act for making and maintaining a Railway or Tramroad, from or near a certain Slate Quarry called Gloddfarlon, in the parish of Llandwrog, in the county of Carnarvon, to the town and port of Carnarvon, in the same county.' By this act the proprietors are incorporated as "The Nantile Railway Company," with power to make the necessary works; they are also directed to raise £20,000 in shares of £100 each, for paying the interest of which, and other current expenses, they are entitled to the following

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

Occupiers and Owners of Land on the Line, are not to pay Tolls for their Carriages or Cattle.


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When the sum annually raised for the necessary expenses shall exceed what is required for carrying on the work, and for paying a dividend on the shares at the rate of £5 per cent, then the remainder shall be appropriated to paying off the sums originally subscribed; and when these are all paid off, the rates are to be reduced, as far as regards the first articles described in the foregoing scale of rates, to 3½d. per ton per mile; the other articles to be paid for as before.

The sum, estimated under the first act, does not appear to have been sufficient for completing the road, as in 1827 a second was obtained under the title of 'An Act for enabling the Company of Proprietors of the Nantlle Railway to raise a further Sum of Money for completing the said Railway and other Works.' By this act the further sum of £70,000 was directed to be raised by mortgage of the works, and the rates were ordered not to be reduced till all the debt both of shareholders and mortgagees should be paid.

A third act was obtained in 1828, entitled, 'An Act for extending the Time of completing the Nantlle Railway and other Works connected therewith, in the county of Carnarvon.' This act, like the second, is very short, merely giving the further space of five years for completing the work.

NARR RIVER.
24 George II. Cap. 19, Royal Assent 22nd May, 1751.

10 George III. Cap. 27, Royal Assent 12th April, 1770.

THE River Narr Navigation, commencing at King's Lynn, runs for some distance from that town towards the south, in a direction nearly parallel with the Eau Brink Cut on the Ouse; it then makes a detour to the south-east, after which it proceeds in a sinuous course to the east, leaving on the north Bilney Lodge and West Acre Abbey; on the south Narborough and Narford Halls; and terminating at Castle Acre, all in the county of Norfolk.

The first act for this undertaking passed in the year 1751, as 'An Act for making the River Narr navigable from the town and port of King's Lynn to Westacre, in the county of Norfolk,'


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 whereby certain commissioners were appointed for making navigable the River Narr from King's Lynn to West Acre, and for borrowing £3,500 on security of certain tolls to be levied on vessels using the navigation. The work was commenced, and the various sums of money so borrowed became, in process of time, the property of the Rev. Henry Spelman, to whom also, in December, 1769, an arrear of interest amounting to £1,154, 19s. 7d. was due, without the works being completed. The commissioners applied to parliament for another act, authorizing the said interest to be reckoned in future as a capital sum due to the said Mr. Spelman, who also engaged to furnish a further sum of £1,345, 0s. 5d. in order to pay the cost of the said second act and to complete the works. The act was in consequence obtained under the title of 'An Act to enlarge the Powers of an Act of the Twenty-fourth of his late Majesty, for making the River Narr navigable from the town and port of King's Lynn to Westacre, in the county of Norfolk, and for making the said Act more effectual.' By this act £800 are to be forthwith expended in repairs; £600 thereof in the river above Narborough, and £200 below. The debt owing to Mr. Spelman, his heirs or assigns, may be reduced by a notice of six months, signed by nine or more of the commissioners.

At the time this work was finished, it was an important benefit to the port of Lynn, and has apparently answered the purpose for which it was undertaken.

NEATH CANAL NAVIGATION.
31 George III. Cap. 85, Royal Assent 6th June, 1791.

38 George III. Cap. 30, Royal Assent 26th May, 1798.

BY the first act passed in 1791, and entitled, 'An Act for making and maintaining a Canal or navigable Communication from or near a certain Place called Abernant, in the county of Glamorgan, to or through a certain Place called the Brickfield, near Melincrytham Pill, into the street of Neath, near the town of Neath, in time said county,' power was given to certain persons, incorporated as "The Company of Proprietors of the Neath Canal Navigation," to purchase lands and to undertake the


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 works for making and completing a navigable canal from Abernant, in Glamorganshire, to communicate with the River Neath in the town of that name, which canal will facilitate the conveyance of coals, ores, stone and timber, from the mines, quarries, woods and collieries on its line. They are also empowered to make use of the bed of the River Neath, wherever that may be useful or necessary for the completion of their plan, and they may make inclined planes, railways or rollers in any part, if deemed requisite. For these purposes they may raise £25,000, in shares of £100 each; and in case such sum should not prove sufficient, they may raise £10,000 additional, either amongst themselves, or on assignment of the rates. The shareholders are to receive £5 per cent, per annum, every year until the work is finished.

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

No Tolls are to be paid by the Owners or Occupiers of the Melyn-y-court Furnace, Ynis-y-Gerwn Tin Mills and Aberdulais Forges, for any Goods conveyed between the last-named Place and the Ynis-y-Gerwn Tin Mills, or between the weir at the last-named Place and the Upper End of Llyntwrch.

Wharfs may be made and the charge for using them is to be determined by the company. Five pounds per cent, is to be reserved out of the clear annual profits, as a fund for repairs, till the same shall amount to £1,000, when it shall cease to be funded till the £1,000 is reduced to £500, and then it shall commence again. The company may also make railways and collateral cuts, with inclined planes on the same. Private individuals may build wharfs, &c. and charge the following

WHARFAGE RATES.
None of these to remain on the Wharfs, &c. more than Six Days, except those first enumerated, which may remain One Month on paying Three-pence per Ton. After the first Six Days the Owners are to pay for the next Ten Days, One Penny per Ton additional; after that Time, One Penny per Ton for every succeeding Day. Pleasure Boats and Boats used for the Purposes of Husbandry, are to pass on the Canal and Cuts free of Toll.


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The company having nearly completed their first plan, applied in 1798 for 'An Act for extending the Neath Canal Navigation, and for amending an Act, passed in the Thirty-first of his present Majesty, for making the said Canal,' by which they had authority to continue the canal from the town of Neath to Giant's Grave Pill, in the parish of Briton Ferry, and to make and build all necessary inclined planes, collateral cuts, warehouses and wharfs, with certain restrictions, on behalf of certain proprietors of estates on the line. There is a remarkable clause in the act which is this, that the warehousing rates shall be the same as those charged by the Staffordshire and Worcestershire Canal Company at Stourport.

This canal commencing near Abernant, is about fourteen miles long; at its head there are two short railways, branching off to the mines on the east and west of Abernant House, which is situated in the fork made by them. The canal proceeds parallel to the River Neath in a south-west direction, leaving Maesgwn and Rheola on the west, and Melincourt Furnaces on the east; at the commencement it is considerably elevated, but falls considerably in its progress to Neath River Harbour. A few miles above Neath the canal has a branch to the west, with which the Aberdulais Railway communicates, as do also two other railroads from copper works on the same side of the canal. The main branch continues its course to Neath, where the two branches communicate and are crossed by the turnpike-road; they then run parallel on opposite sides of the river to their termination - the main canal in the Neath River, the branch to its union with the short canal called the Briton Canal, at Briton Ferry House, near Giant's Grave Pill. This canal was within two miles of its completion in 1798. Its object is the export of coals, iron, copper, limestone and other produce of the mines which abound in its vicinity.

The act for the Neath River and Harbour not coming within the design of an account of inland navigation, need not be noticed here, further than stating it to be the termination of the main line of the Neath Canal; the other branch ending at the Briton Canal, which communicates with Swansea Harbour.


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NYNE OR NEN RIVER.
12 Anne, C. 7, R. A. 28th May, 1714.

11 Geo. I. C. 19, R. A. 20th Apr. 1725.

29 Geo. II. C. 69, It. A. 15th Apr. 1756.

34 Geo. III. C. 85, R. A. 17th Apr. 1794.

THE nature of the country through which this work is carried, and the multiplicity of small navigable cuts branching off in every direction, will render an inspection of the map more necessary than a detail of its course in these pages; we shall therefore content ourselves with giving a few of the leading points in the history of the navigation, and for a minute description of its course, refer our readers to the line laid down on our map.

The first attempt towards the object of the present account, was an act obtained in the reign of Queen Anne, entitled, 'An Act for making the River Nyne, or Nen, running from Northampton to Peterborough, navigable;' wherein certain commissioners were appointed to conduct the work, and to fix such rates and tolls for the navigation of the same, as they should from time to time judge necessary.

In the 11th of George I. a second act was obtained, in which it is recited that two clauses, in the former act, the one restraining the commissioners from making any part of the river navigable until they had agreed with some person or persons to complete the whole; the other compelling the said commissioners or contractors to make good any damage that might occur in endeavouring to render the whole navigable, but failing so to do, had been found so prejudicial, that no one would undertake the work, and in consequence nothing had been done. These clauses are therefore repealed, and leave is given to make any part navigable, and particularly that from Peterborough to Northampton. This act is entitled, 'An Act for making more effectual an Act passed in Parliament holden in the Twelfth Year of the Reign of her late Majesty Queen Anne, entitled, An Act for making the River Nyne, or Nen, running from Northampton to Peterborough, navigable.'  In 1756 an act to amend and explain the two former was obtained under the title of 'An Act for explaining and amending and rendering more effectual, Two several Acts of Parliament,


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  'one of them passed in the Twelfth Year of her late Majesty Queen Anne, for making the River Nyne, or Nen, running from Northampton to Peterborough, navigable; and the other made in the Eleventh Year of his late Majesty King George the First, for making more effectual the said former Act.' In this act it is recited that that part of the river between Peterborough and Thrapston Bridge has been made navigable, and distinguished by the name of "The Eastern Division of the Nyne or Nen Navigation;" in our map it is called "The Lower District;" and the other part of the navigation, that is, from Thrapston Bridge to Northampton, is distinguished in the act as "The Western Division;" in our map as "The Upper District;" and it appearing that the completion of this Upper District would be highly beneficial to the towns of Peterborough and Northampton, and to other places, commissioners are appointed for carrying the same into effect, and the clauses of the former acts are for this purpose extended and enlarged. It is required that the navigation be commenced in the first instance at Thrapston Bridge, and not in any other part of the river, and shall proceed upwards from that place towards Northampton. Locks are to be built, where required, and rates for passing them to be settled by a majority of the commissioners, who are to proportion the same according to the distance from Thrapston Bridge and to the expense of building the locks; and they are authorized to borrow money on security of such rates, in order to the more speedy completion of the work; the lenders of such money to be nominated proprietors of the navigation. Interest of the money borrowed is not to exceed four per cent, and when the tolls, after the interest is paid on all monies borrowed, shall exceed the expenditure, then the residue is to be applied towards paying off the principal.

Some difficulties still occurring, another act was obtained in 1794, as 'An Act to remove certain Difficulties in the Execution of the Powers vested in the Commissioners appointed by Two Acts, passed in the Twelfth of Anne and Eleventh of George the First, for making the River Nyne, or Nen, running from Northampton to Peterborough, navigable, so far as the same relates to the Navigation between Peterborough and Thrapston Bridge.' At this time it appears that the work from Peterborough to Oundle


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 North Bridge was undertaken by certain persons contracting for the execution thereof, and the other part from the North Bridge in Oundle to Thrapston by another person, it is therefore in this act provided, that the commissioners shall appoint a clerk and overseers, whose salaries shall be paid, one moiety out of the tolls arising from the navigation between Peterborough and Oundle, the other from that between Oundle and Thrapston.

Commencing on the south side of Peterborough, the Lower District of the Nen runs for some distance in a crooked course towards the west, leaving Earl Fitzwilliam's noble seat at Milton on the north bank, and Overton Longville on the east; its direction then varies a little to the north, and after intersecting the turnpike-road between Stamford and Huntingdon, it takes an easterly course to its termination at Thrapston Bridge, passing Water Newton Lodge, Elton Hall, the town of Oundle, Lilford Hall, Barnwell Castle, Sadborough and Clapton in its course. The river is throughout very winding, and between Peterborough and Thrapston there are eight cuts to avoid bends and reaches in the river. At Thrapston the connection with the Upper District commences. This part of the line is not greatly elevated above the level of the sea; its direction is south-west, leaving Higham Ferrers on the east and Wellingborough on the west; running by Ecton Hall and various other seats of the nobility and gentry to Northampton, where it connects with the railway branch of the Grand Junction Canal.

This line of navigation is on many accounts highly beneficial; it supplies at an easy expense the towns and villages on the line with coals, wood and other articles of domestic consumption; whilst it affords equal facilities for the export of agricultural produce, making a link in the chain of communication between Lynn, Liverpool, Manchester, London, and a great number of other commercial places.


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NYNE OR NEN RIVER, BEDFORD LEVEL.
27 George II. Cap. 12, Royal Assent 6th April, 1754.

THE original navigation from King's Lynn to Standground Sluice, near Peterborough, was carried from Salter's Load Sluice, through Well Creek and the River Nen to Flood's Ferry, and from thence through Ramsey, Ugg and Whittlesea Meres, a passage at all times tedious and frequently difficult as well as dangerous. An act was therefore obtained in the 27th of George II. entitled, 'An Act for improving and preserving the Navigation from Salter's Load Sluice, in the county of Norfolk, to Standground Sluice, in the county of Huntingdon; and from Flood's Ferry, in the Isle of Ely, in the county of Cambridge, to Ramsey High Load, in the said county of Huntingdon; and also the Navigation from Old Bedford Sluice, in the said county of Norfolk, to the River Nene, in the parish of Ramsey, in the said county of Huntingdon.' By this act certain persons are appointed commissioners for managing a new line from Salter's Load, through Well Creek to the town of Outwell; from thence, through the Nen by the towns of Upwell and March to Flood's Ferry aforesaid; and from thence to Ramsey High Load; and for preserving the navigation from Flood's Ferry, through Whittlesea Dyke to Standground Sluice, and also the navigation from Old Bedford Sluice through the Old Bedford River and the Forty Foot Drain, to the River Nen, in the parish of Ramsey. The inhabitants of Peterborough and other towns named in the act, are required to meet annually in their respective vestries on Easter Monday, to chuse commissioners for this act. The commissioners are empowered to demand rates at Salter's Load Sluice, Standground Sluice and Old Bedford Sluice, for the purpose of defraying the necessary charges.


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TONNAGE RATES CONTINUED.
Greater or less Quantities in Proportion. Pleasure Boats are exempted from this Rate, as also are all Manures and Compost, Malt Dust, Pigeons' Dung and Oil Cake, excepting that made of Lineseed.

The commissioners may borrow £3,000 on credit of the rates, and mortgage them as security for the same. The tolls of the different sluices to be kept separate, and the proceeds employed on the distance between them. There are several other clauses in the act, besides those which we have quoted, but they are not of general interest. This navigation is very convenient for the export of corn, and for obtaining coal, timber and groceries in return.

NENE AND WISBECH RIVERS.
8 George IV. Cap. 85, Royal Assent 14th June, 1827.

10 George IV. Cap. 104, Royal Assent 1st June, 1829.

THE improvements which the acts, obtained as above, were intended to produce, are of a very important nature, as will appear from our map.

The cut which is to obviate the necessity of following the channel of the river from Kinderley's Cut to the Eye, begins at Gunthorpe Sluice, near the termination of Kinderley's Cut; intersecting in its course the Sutton Sluice, it passes by Sutton Wash to Crab Hole, in nearly a straight line. The depth from the low-water-level in the Eye to the surface of the water at Kinderley's Cut is 13 feet 8 inches; the bottom of the channel at Sutton Wash is 8 feet 6 inches. Mr. Rennie and Mr. Telford were both employed in forming the plan, and the estimate was £127,890. At Kinderley's Cut the high water is calculated to be 11 feet above low water. On one occasion, in 1810, the high water at Crab Hole was 25 feet.

The first act obtained for this improvement is entitled,'' 'An Act for improving the Outfall of the River Nene, and the Drainage of the Lands discharging their Waters into the Wisbech River, and the Navigation of the said Wisbech River, from the Upper End of Kinderley's Cut to the Sea, &c. &c.' '' It recites various acts for the general improvement of this district, and then goes on to state the powers given to the parties


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 interested in the present work. These are the making of a new cut from the north end of Kinderley's Cut, to be continued from thence to low water near Crab Hole, with proper banks and other works. They are to raise £130,000; and of this sum certain proportions named in the act, but not necessary here to be recapitulated, are to be contributed by certain districts, which will be benefited by the work. Commissioners are appointed for the execution of the undertaking, and the different places which contribute have their own commissioners.

They are to complete the works with as little delay as possible, and build the Cross Keys Bridge according to the plan of Messrs. Rennie and Telford. The building of this bridge and the other works are to proceed together.

The Cross Keys Bridge Company are to pay these commissioners £3,000, the amount of estimate under their own act, for building the bridge, or in default, the bridge-tolls are to be received by the commissioners. The burgesses of Wisbech are also to pay £30,000, by three instalments to the said commissioners for the said work, and are to receive an additional tonnage of 6d. per chaldron on all coals arriving in their port, exclusive of what they were before entitled to, under their own private act. The burgesses may borrow this sum of £30,000, or any part of it, on credit of the tolls directed to be received by their act, or the commissioners may do so, in default of the burgesses so doing, by mortgage of all duties mentioned in this act. After the £30,000 have been paid, the burgesses are to appropriate the surplus of their rates to the liquidation of the sums they have borrowed. The lands in the Hundred of Wisbech are to contribute £15,000; South Holland Hundred £7,000; Sutton St. Edmond's Hamlet £1,700; Sutton St. James' Hamlet £550, and in case they contract for the perpetual right of drainage, £600 additional. The commissioners may borrow money on mortgage or annuities, and the rates are to be reduced when mortgages are paid off and annuities redeemed. As the sands and marshes are embanked and made productive, it is ordered that when the commissioners shall receive any sums for sale, rent or profit of the same, after necessary repairs and current expenses have been paid, then the residue shall be applied to paying off borrowed monies; to forming a


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 fund of £30,000, to be invested for maintaining the works; and to paying off, proportionably, the sums levied on the different places and hundreds before named.

Before the fund is raised, all costs and charges incident to the works and repairs shall be defrayed by an acre-rate upon the lands entitled to drain through the work to the sea, to be determined by a meeting of not less than forty of the commissioners; and in case of non-payment, the said commissioners have the power of levying a penalty on defaulters.

A second act was passed in 1829, entitled, 'An Act for altering, amending and enlarging the Powers granted by an Act passed in the Seventh and Eighth Years of tlse Reign of his present Majesty, for improving the Outfall of the River Nene, and the Drainage of the Lands discharging their Waters into the Wisbech River and the Navigation of the said Wisbech River, from the Upper End of Kinderley's Cut to the Sea, and for embanking the Salt Marshes and Bare Sands lying between the said Cut and the Sea.'  This act recites the progress of the work under the powers of the former act, and states the great improvement which would accrue to the lands and country generally from the adoption of a new line, which it is unnecessary here to describe, being laid down on the map; it- also authorizes the commissioners to take the improved line, and to erect light-houses or beacons without the sanction of the Trinity House. It gives them power to remove Gunthorpe Sluice and erect a new one, to be vested in the North Level Commissioners, who are to repay them all expenses attendant thereon, except £2,000 which the Nene Outfall Commissioners themselves agree to disburse. For carrying on the work, his Majesty is to have power to convey or sell to the said commissioners the sixth part of the sands, vested in the crown. They have power to make warping works, and to allow contiguous lands to be warped. They may borrow not more than £10,000 at any one time, as a temporary loan, on bond payable in two years; and they may also borrow on mortgage of certain lands vested in them. The rights of the Cross Keys Bridge Company, and of a great number of other public bodies and individuals, are saved by clauses in both acts, which on this account are of very great length.


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The work is one of infinite importance, whether considered as a drainage or as a ready means of communication between the country through which it passes, and other parts of the kingdom.

NEWCASTLE-UNDER-LYNE CANAL.
35 George III. Cap. 87, Royal Assent 2nd June, 1795.

THIS canal was projected for the purpose of supplying the potteries with coal from the mines near Newcastle, and for opening an easier transit for the limestone from Caldon Lowe, through the Trent and Mersey Canal. The act for this work is entitled, 'An Act for making and maintaining a navigable Canal, from and out of the Navigation from the Trent to the Mersey, at or near Stoke-upon-Trent, in the county of Stafford, to the town of Newcastle-under-Lyne, in the said county,' and by it the proprietors, incorporated as "The Newcastle-under-Lyne Canal Company," are empowered to raise the sum of £7,000, in shares of £50 each, with an additional £3,000 on mortgage of the rates, if necessary, for completing the same. They have also power to collect the following

TONNAGE RATES.
The canal is about three miles long, in a direction nearly west, commencing at Stoke-upon-Trent, in the Trent and Mersey Canal, and ending at the town of Newcastle, in the Newcastle-under-Lyne Junction Canal.

NEWCASTLE-UNDER-LYNE JUNCTION CANAL.
38 George III. Cap. 29, Royal Assent 26th May, 1798.

THE act for making this canal, was obtained in 1798 under the title of'' 'An Act for making and maintaining a navigable Canal, and Inclined Plane or Railway, from and out of the Newcastle-under-Lyne Canal to the Canal of Sir Nigel Bowyer Gresley, Bart. near the town of Newcastle-under-Lyne, and also another Branch of Canal, or Inclined Plane or Railway, from and out of the said''


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  'last-mentioned Canal, at or near Apedale, to certain Coal and other Works, all in the county of Stafford;' in which is pointed out the utility of a canal, with inclined planes or railways, from the Newcastle-under-Lyne Canal to that of Sir Nigel Bowyer Gresley; as also of another, from the last-mentioned canal at Apedale to the works of Sir John Edensor Heathcote, Thomas Kinnersley and John Wedgwood, Esquires. A company is therefore incorporated, as "The Newcastle-under-Lyne Junction Canal Company," with power to execute the same, and to raise for that purpose £8,000, in shares of £50 each; and if needful, they may raise £4,000 additional, either by new shares, or by mortgage of the rates. For paying interest and other charges they are empowered to demand the following

TONNAGE RATES.
Fractions of a Mile to be considered as a Mile.

The company may convey water through Sir Nigel Bowyer Gresley's Canal to supply their own, but are not to draw it down below the highest present level. The direction of the canal is north-west, commencing in the Newcastle-under-Lyne Canal at the south-east part of that town, and terminating in the south-west in Gresley's Canal; in which canal at Apedale its western part commences and extends to Partridge Nest and Bignel-End Collieries.

NEWCASTLE-UPON-TYNE AND CARLISLE RAILWAY.
10 George IV. Cap. 72, Royal Assent 22nd May, 1829.

THE projectors of the Newcastle-upon-Tyne Railway, foreseeing the advantages likely to arise from a communication between that place and Carlisle, applied to parliament for a legislative authority for the same, which was obtained under title of 'An Act for making and maintaining a Railway or Tramroad, from the town of Newcastle-upon-Tyne, in the county of the town of


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  ', to the city of Carlisle, in the county of Cumberland, with a Branch thereout.' Commencing in a street called the Close, in the parish of St. Nicholas, Newcastle, this railroad proceeds in a winding course, occasionally bending to the north and south, but mainly westward by the side of the turnpike-road from Newcastle to Hexham, and nearly parallel to the River Tyne, passing on its way many collieries and mines with which the district abounds. At Hexham it makes a curve to the north to a little beyond Acomb Hermitage, still continuing near and parallel to the Tyne, which river it follows in its westerly direction to Thropwood House; here it crosses the turnpike-road and runs close to the southern side thereof as far as Haltwhistle; it then diverges to the south-west for a short distance, when turning again towards Green Head on the north of the turnpike-road, which it again crosses, it leaves the Tyne. From Green Head the direction is south-west, again crossing the turnpike-road at Naworth Castle; this direction it keeps to the town of Carlisle, where it terminates in the Carlisle Canal, 75 feet above the level of the sea. The branch is from Elswick Dean in the township of the same name, in the parochial chapelry of St. John and that part of the parish of St. Nicholas terminating at the west side of Thornton Street, in Westgate, in the county of Northumberland.

The extent of the undertaking may be estimated from the circumstance of having authority to raise £300,000, in shares of £100 each; and in case this should not prove sufficient to meet the expenses, £100,000 may be raised in addition by way of mortgage on the works. The main line of this intended railway is sixty-two miles, one furlong; the Thornton Street Branch is near a mile in length, with a rise of 114 feet 6 inches. From Newcastle the main line proceeds in nearly one regular inclination for forty-two miles and three quarters, rising 437 feet 6 inches. From the summit level there is a fall of only feet 6 inches, in six miles and a quarter; the remaining distance of thirteen miles and one furlong is divided into several planes of various inclinations, and altogether descending to the London Road at Carlisle, which is 45 feet higher than the commencement at Newcastle, 392 feet 6 inches. At thirteen miles from Carlisle the line crosses a private colliery railway belonging to the Earl of Carlisle. The survey


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 for this undertaking was made by Mr. J. 0. Blackett and Mr. J. Stedholme, under the direction of Benjamin Thompson, Esq. who estimated the cost at £272;633, 0s. 10d.; of which the item for bridges alone amounts to £49,950, 3s. 9d.

The subscribers are to be allowed £4 per cent, as interest on the sums advanced, till the annual dividends shall amount to that sum per cent. The usual clauses are inserted in this act, and the tonnage rates are declared as below.

TONNAGE AND CARRIAGE RATES.
For all Persons, Cattle and other Animals, according to such Rates as the Company shall determine.

The company, if they should build bridges at Corby and Scotswood, which under certain restrictions they may do, are entitled to receive, in addition to the above tonnage rates, a pontage on


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 goods, &c. conveyed on the railway and over the bridges connected therewith; they are also to charge, for the passage of carriages over the general road-way to be made over Scotswood Bridge, the following

PONTAGE RATES.
The Prices of Carriage for small Parcels to be determined by the Company,

This is an important project, and one which, though very expensive in the commencement, is considered likely to repay the spirited persons who have ventured to undertake it.

NEWPORT PAGNELL CANAL.
54 George III. Cap. 98, Royal Assent 17th June, 1814.

THIS canal was designed, as the preamble of the act declares, for the purpose of forming a communication with the Grand Junction Canal. The act was obtained in 1814, under title of 'An Act for making and maintaining a navigable Canal from Newport Pagnell to the Grand Junction Canal, at Great Linford, in the county of Buckingham.' The proprietors are incorporated as "The Company of the Proprietors of the Newport Pagnell Canal," and have the usual powers granted to such companies. Water for the supply of this canal may be taken from the Grand Junction Canal, under certain restrictions, the Newport Company making a lock at the union of the canals, with its upper gates 1 foot above the top water level of the Grand Junction, such lock to be maintained at the cost of the Newport Company.


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For executing the work, £13,000 is to be raised in shares of £100 each; and should this prove insufficient, a further sum of £7,000 may be provided, by the creation of new shares or by mortgage of the rates. The following are allowed as

TONNAGE RATES.
Fractions of a Ton to be reckoned as the Quarters therein, Land-owners to carry Manure free of Toll.

Lords of manors and others may build wharfs for public use, and charge the following

WHARFAGE RATES.
Coal, Iron and Lime,stone may remain on the Wharfs for Three Months, on payment of Sixpence per Ton.

This canal begins at the town of Newport Pagnell, 180½ feet above the level of the sea, and proceeding in a north-easterly direction it unites with the Grand Junction Canal at Linford, at a level of 232\BC feet above the sea. The estimate for this work was made in 1813 by Mr. B. Bevan. He calculated the cost to be £12,650, of which, £9,700 was subscribed; the shares were made of the value of £100 each, but half and quarters were allowed. The canal from Newport to its opening into the Grand Junction Canal is only a mile and a quarter long, with a rise of 50 feet 9 inches, from Newport to the level of the Grand Junction near the Swing Bridge, which is effected by seven locks of 7 feet 3 inches each.

The conveniences afforded by this communication with the Grand Junction Canal in the transit of coal, agricultural produce, timber, deals, stone and groceries, are important to the town and neighbourhood of Newport Pagnell.


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NITH OR NIDD RIVER NAVIGATION.
51 George Ill. Cap. 147, Royal Assent 10th June, 1811.

THE River Nith or Nidd Navigation commences in the Solway Frith, and continues a course of about nine miles, in a direction nearly north, between the counties of Dumfries and Kirkcudbright, to its termination at Dumfries Bridge, through the whole of which distance the tide flows. The act which refers to this work is entitled, 'An Act for improving the Harbour of Dumfries, and the Navigation of the River Nith;' by which it appears that, though two several acts of George II. and III. had awarded a proportion of the taxes on beer and ale levied on the authority of those acts, for the purpose of improving Dumfries Harbour, the said harbour stands in need of repairs; the preceding acts are hereby repealed and the present substituted for them. By this act certain commissioners therein named have the requisite powers to cleanse, deepen and improve the said harbour and the River Nith, including both sides thereof from Southerness to the caul of Dumfries. The following are to be levied as

HARBOUR RATES.
All Custom-House, Excise or Post-Office Ships and Ships in his Majesty's Service. are exempted from the Rates.

Commissioners have power to license pilots, meters of timber and weighers on the river; they may also erect light-houses, quays and harbours, and make the improvements laid down by Mr. James Holinsworth, viz, throwing the course of the channel as close as possible to Glencaple Quay; lengthening the pier at Kirkconnel Banks, and making a new channel of the river from Glencaple Quay by Conheath to Kelton, from thence in nearly a straight line to the mouth of Cargenfrew; and from thence in a


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 straight line from Netherton Merse to New Quay; thence through the west corner of Kingholme and through the east corner of the lands of Moat, into the dock.

Commissioners may borrow £16,000 for the purpose of executing the work, on security of the rates, paying £5 per cent. per annum interest for the same.

NORTH WALSHAM AND DILHAM CANAL.
52 George III. Cap. 69, Royal Assent 5th May, 1812.

THE North Walsham and Dilliam commences at Wayford Bridge in the parish of Dilham in Norfolk, where it communicates with the River Ant; from this place it runs in a north-west direction, parallel to a branch of the Ant River, by a very sinuous course, passing Worsted, Westwick, Honing and Corstwick Halls, leaving North Walsham and Suffield Hall on the West, and proceeding by Witton Park to its termination at Antingham, being a distance of seven miles. The act for forming it was obtained in 1812, under the title of 'An Act for making a navigable Canal from the Rivers Ant and Bure, at or near Wayford Bridge, near Dilham, to the towns of North Walsham and Antingham, in the county of Norfolk.' The proprietors are incorporated as "The Company of Proprietors of the North Waisham and Dilham Canal Navigation," and have power to raise £30,000, in shares of £50 each; and in case this should be insufficient, they may obtain £10,000 in addition, by contributing amongst themselves, or by mortgaging the rates and dues. They may also demand the following


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TONNAGE RATES CONTINUED.
No less Fraction than Half a Mile or a Quarter of a Ton to be paid, and Wharfage to be charged if Goods remain longer than Forty-eight Hours,

Lords of manors and occupiers of land may erect wharfs and quays, but if they refuse, the company have power to do so, charging rates according to their own discretion.

This work is highly beneficial to the district through which it passes, by affording a communication with Great Yarmouth and London, and thus connecting with most parts of the kingdom.

NORTH WILTS CANAL.
53 George III. Cap. 182, Royal Assent 2nd July, 1813.

THIS canal is marked in our map a branch of the Wilts and Berks Canal; having been made under the authority of a distinct act of parliament, we shall here only describe its course, and state the sum to be raised for the execution of the work.

It commences in the WiIts and Berks Canal, near Swindon, 345⅓ feet above the level of the sea, and proceeding in a pretty direct line towards the north-west, terminates in the Thames and Severn Canal at Weymoor Bridge, having passed the town of Cricklade in its way. The length is eight miles and three furlongs, and falls, from the Wilts and Berks Canal to the Thames and Severn, 58 feet 8 inches. The act obtained for making it is entitled, 'An Act for making and maintaining a navigable Canal from the Wilts and Berks Canal, in the parish of Swindon, in the county of Wilts, to communicate with the Thames and Severn Canal in the parish of Latton, in the same county;' whereby the proprietors, who are styled "The Company of Proprietors of the North Wilts Canal Navigation," are empowered to make and complete the same. They are to raise £60,000, in shares of £25 each; but the sum of £44,000, being five-sixths of the estimate, is to be subscribed before the work commences. If the said £60,000 should not be sufficient, they may raise a further sum of


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 £30,000, either amongst themselves, or on mortgage of the rates, or by promissory notes bearing interest. The estimate for this work was made by Mr. Whitworth, under whose superintendence it was executed for less than the estimate, (an unusual thing.) Near Cricklade this canal is carried over the River Thames by an aqueduct peculiarly constructed, so as to meet the difficulty of passing that river at little more than 2 feet above its surface. But as this act is repealed by an act of the 1st and 2nd George IV. which consolidates this work with the Wilts and Berks Canal, we therefore refer to that article.

NORWICH AND LOWESTOFT NAVIGATION.
8 George IV. Cap, 42, Royal Assent 28th May, 1827.

THE object of this undertaking is to open a much superior communication for sea-borne vessels between Norwich and the sea, than the present navigation of the River Yare from that town to Yarmouth affords. The present state of the River Yare, which for thirty miles affords sufficient depth of water for a larger class of vessels than the wherries now navigated upon it, but which, from the insurmountable difficulty of passing over that shallow part called Breydon Lake, although carrying not more than from twenty-six to thirty-six tons, are frequently retarded, thereby causing an interruption to the regular despatch of business. To avoid this and other impediments, and to save the time and the trouble of re-shipment of all sea-borne articles, this company obtained powers to make a Ship Canal from Norwich to Lowestoft, calculated for vessels drawing 10 feet water; a principal part of which will be the river navigation deepened, widened, and improved by short cuts of about four miles in length; commencing in the Wensum or Yare River, at Norwich, it follows the course of that river to a bend where the road from Norwich to Yarmouth, in the township of Thorpe, leaves it, at which place is a canal of about thirty chains in length, cutting off two bends of the river; it then proceeds along the winding course of the river, passing Wood's End to Surlingham Ferry, at which is another short cut of sixteen chains; passing on


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 to Bradestone, there is another cut thirty-four chains in length to Coldham Hall; and from thence it pursues the windings of the river, passing Buckenham, Horseshoes, Devil's Round and Hardley Cross, to Raveningham Mill, where the River Yare continues its course easterly, and a canal is cut of two miles and a half in length, to the River Waveney, at about a quarter of a mile from St. Olaves; thence following the course of the Waveney to Oulton Dyke, at which is a new cut of three quarters of a mile in length to Oulton Broad, which connects it with Lake Lothing, at the eastern end of which is a cut of half a mile in length and 120 feet wide, to the sea, where there is a tide-lock which will admit vessels 84 feet long and 21 feet beam.

The level of this navigation is 4 feet above low water, and 4 feet below high water of spring tides, with 10 feet water on the bottom-sill at low water; indeed this country is so flat that not one lock is required on the old navigation between Yarmouth and Norwich.

The act for this work was obtained in 1827, as 'An Act for making and maintaining a navigable Communication for Ships and other Vessels, between the city of Norwich and the Sea, at or near Lowestoft, in the county of Suffolk.' By this act the subscribers, incorporated as "The Company of Proprietors of the Norwich and Lowestoft Navigation" are empowered to make the necessary works, when £100,000 shall be raised in £100 shares; and in case the said £100,000 shall not be sufficient to complete the works, they may raise £50,000 more by mortgage of the rates, or by granting annuities, or by borrowing of the Exchequer Commissioners for carrying on public works. The following are directed to be taken as

TONNAGE, WHARFAGE AND WAREHOUSING RATES.
The Column marked thus * are the Harbour and River Rates.

The Column marked thus + are the Rates of Wharfage at the Harbour, and all other Places throughout the Line of Navigation respectively, for any Time not exceeding the first Twenty-four Hours; an additional Rate or Duty to the same Amount, for every Forty-eight Hours beyond the first Twenty-four Hours, or for any shorter period of Time after the first Twenty-four Hours, or after any one complete Term of Forty-eight Hours.

The Column marked thus \B1 are the Rates on Goods warehoused in the Warehouses, at the Harbour, or on the Line of Navigation, for any Time not exceeding the first Twenty-four Hours, and at per Week exceeding the first Twenty-four Hours.


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RATES CONTINUED.
This navigation, which is thirty miles in length, connects Norwich with the sea at Lowestoft, and will be highly advantageous to the city of Norwich, by the importation of coal, timber, and general merchandize, and the exportation of the manufactures of Norwich, with the agricultural produce of the surrounding district; and a national benefit by the shelter it will afford to shipping in tempestuous weather. It is ascertained, that, at present, more than 300,000 quarters of corn and 50,000 sacks of flour are carried, in wherries, annually down the river to Yarmouth, and 60,000 chaldrons of coal and 20,000 tons of goods up the river to Norwich.

NOTTINGHAM CANAL.
32 George III. Cap. 100, Royal Assent 8th May, 1792.

THE original plan of this work was to make a canal from the Cromford Canal to the navigable River Trent, with collateral cuts from the same to the Earl of Stamford's estate in the parish of Greasley; another from the same to the estate of Edward Willoughby, Esq. in the parish of Cossall; and a third from Leen Bridge, in the town of Nottingham, to the west end of Sneinton Hermitage.

The necessary powers for executing the canal and cuts, were given to the proprietors as "The Nottingham Canal Company," by 'An Act for making and maintaining a navigable Canal, from the Cromford Canal in the county of Nottinqham, to or near to


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  'the town of Nottingham, and to the River Trent, near Nottingham Trent Bridge, and also certain collateral Cuts therein described, from the said intended Canal.' Under this act the company are directed to make a lock near the junction with the Cromford Canal and reservoirs for re-supplying water taken from the said Cromford Canal, but no reservoirs are to be made where the Erewash Company have a previous right, nor is any reservoir to be made in the Earl of Stamford's land. Proprietors of land have power to make railways to the canal, or the company may make the same, provided that none shall be made by them, without their forming another at the same time, for the use of the Duke of Newcastle's Collieries at Brinsley; collateral cuts may also be made, and lords of manors or owners of lands may build warehouses on the line; if they refuse, the company may do so. The following are ordered to be taken as

WHARFAGE RATES.
Coal, Iron and Lime-stone may remain on the Wharf Six Months; and Timber, Clay, Lime, Iron-stone, Stone, Brick, Tile, Slate or Gravel, may remain Thirty Days without further Charge; but all other Goods are to pay One Penny per Ton for the Space of Ten Days after the first Six, and One Penny per Ton for every additional Day they remain.

The company is empowered to raise £50,000 in shares of £100 each; and in case that should be insufficient, a further sum of £25,000 may be procured on mortgage, or assignment of the navigation; and for the payment of necessary expenses and the interest of monies employed, the following are to be demanded as

TONNAGE RATES.
In Addition to which they are to pay a Rate of One Half-penny per Ton, per Mile, provided that the whole does not exceed One Shilling per Ton.

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


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TONNAGE RATES CONTINUED.
Tillage, Dung, Soil, Marl, Coal Ashes, Turf, and all other Manure, except Lime, to be used on Lands near the Line, are free from Tolls.

Goods passing into or out of this Canal, or out of or into the Cromford, are to pay the same Rates as are paid for Goods passing to or from the Erewash from or into the said Cromford Canal.

The company may divide £8 per cent. per annum on the sums subscribed, and the surplus is to be funded to answer the deficiencies of any succeeding year; and when there is no deficiency for three successive years, then the rates are to be reduced. The Trent Undertakers may make a cut or communication into the canal at Sneinton Meadow, and boats may pass thereon, paying the rates as above.

This canal is about fifteen miles in length, its direction being nearly north-west, at no great elevation in any part. It was completed in 1802, and has a large reservoir at Amsworth, with a self-regulating sluice, whereby 3,000 cubic feet of water are let out per hour, for the purpose of supplying the Erewash Canal and certain mills on the line.

As affording a ready way for the export of farming produce and coal, and for importing timber, deals and other articles of home consumption, this is an useful work.

NUTBROOK OR SHIPLEY CANAL.
33 George III. Cap. 115, Royal Assent, 3rd June, 1793.

THIS canal commences at the collieries belonging to Sir Henry Hunloke, Bart. and E. M. Mundy, Esq. which collieries are situate in the township of Shipley, whence proceeding in a southerly direction, leaving Ilkestone on the east and Kirk Hallam on the west, it falls into the Erewash Canal in the parish of Stanton-by-Dale, not far from Trowen, traversing a distance of about four miles and a half.

The act for this work was made in the year 1793, under the title of 'An Act for making and maintaining a navigable Canal from the Collieries at Shipley and West Hallam, in the county of Derby, to the Erewash Canal in the parish of Stanton-by-Dale, in the said county.' By this act the following are directed to be received as tonnage rates.


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TONNAGE RATES.
The Earl Stanhope and his Tenants in the parishes of Stanton-by-Dale and Dale Abbey may carry, free of Rates, any Iron-stone got within the Lordships of Shipley, Mapperley, West Hallam, Kirk Hallam, Ilkestone and Little Hallam, and used within Stanton-by-Dale and Dale Abbey, and also navigate on as much of the Canal as is in those Two Parishes, free of Rates, all Iron, Coal, Coke and. Iron-stone, the Produce of the said Parish, or brought from the Eyewash, and all other Goods, Wares and Articles whatever.

For completing the canal, the proprietors may raise £13,000, in shares of £100 each, and £6,500 if the first sum be not sufficient.

Railroads are laid from various parts of this canal to the coal mines near; but as the situation and number of these are changed as circumstances require, it would be impossible to describe them fully or correctly. The intention of the projectors was to afford a cheap and ready conveyance of coals and minerals from their works to the Erewash Canal, for the purpose of exporting; and though, as will be seen from what we have stated above, that this is exclusively a private speculation, it is not on that account an undertaking devoid of benefit to the public. The facilities which it affords the proprietors of conveying the produce of their mines, at the same time guarding the consumers from any additional cost of carriage, which land conveyance would add to the other charges incurred, will appear more evident on reference to our map.

OAKHAM CANAL.
33 George III. Cap. 103, Royal Assent 7th May, 1793.

40 George III. Cap. 56, Royal Assent 20th June, 1800.

THE first act for executing this advantageous undertaking was obtained in 1793, under the title of 'An Act for making and maintaining a navigable Cut or Canal from the Melton Mowbray Navigation, in the county of Leicester, to Oakham, in the county of Rutland;' by which certain proprietors, incorporated as "The Company of Proprietors of the Oakham Canal," are authorized to raise £56,000, in shares of £100 each, for executing the same; and in case that should not be sufficient, they may obtain a further


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 sum of £20,000, either by the admission of new subscribers, or by mortgage of the rates of the same. For the payment of interest and other necessary contingencies, the company have authority to demand as

TONNAGE RATES.
For all Lime, Lime-stone and Stones used for Building, and Materials for Roads, Half the Rates for Coal are to be paid.

The Owners of Land through which the Canal passes are exempted from the Payment of Tolls for Dung, Soil, Marl, Ashes of Coal and Turf and all other Manures, except Lime, used on their Lands; and all Materials for Roads are to pass Toll Free, provided they pass no Lock, except when the Water flows over the Waste Weir.

Proprietors of lands and others may erect quays, wharfs and warehouses, the rates for using which are to be determined by certain commissioners appointed by the act.

Lord Winchelsea having a right of dues on all coals sold in the manor of Oakham, this act provides that the company shall pay him the sum of £15 per annum in lieu of the said dues.

Having obtained the act, the company proceeded immediately to put the work into execution, but when about ten miles of the line had been finished, they were obliged, by want of funds, to apply a second time to parliament for a fresh act, which was obtained in June, 1800, under the title of 'An Act to enable the Company of Proprietors of the Oakham Canal to raise Money for completing the said Canal, and also for altering and amending an Act passed in the Thirty-third of his present Majesty, for making the said Canal.' By this last act they are enabled to raise a further sum of £30,000, either by the admission of new subscribers, or by bond, or by promissory notes, or they may, if more eligible, admit persons, to whom they already owe money, amongst the number of shareholders, by way of payment of their debt, assigning the interest of one share for every £100 they are so indebted to the said persons; or they may make a call on the present subscribers to the amount of £15,000, being half of the £30,000 ordered by this act to be raised. They are also entitled to the following additional tonnage rates.


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TONNAGE RATES.
For all Lime, Lime-stone, Stooe and Bricks for Building, Half the Rates for Coal.

It is also provided, that whenever the Leicester and Melton Mowbray Canal Company shall reduce their additional rates, the additional rates on this canal shall have a corresponding reduction.

This canal is fifteen miles in length; commencing in the town of Oakham, in the county of Rutland, it pursues a course nearly due north, by Burley Hall to Greetham, a little beyond which it makes a turn to the west and enters the county of Leicester, near Edmonthorpe Hall, having, from Oakham to this place, traversed a distance of six miles and a half, on a level; from Edmonthorpe it verges to the north-west, leaving Stapleford Park on the east; it then turns toward the west, which direction it pursues to its junction with the Melton Mowbray Navigation in Mill Close on the west of that town, having, from Edmonthorpe to its termination, passed a distance of eight miles and a half, parallel to the River Wreak, and with a fall of 126 feet from the level at Edmonthorpe.

This work, by its connection with Melton Mowbray, opens an easy and cheap passage for the produce of the country situate both north and south of Oakham and of the adjacent country, and consequently is attended with much advantage to the district through which it is carried.

OUSE RIVER, SUSSEX.
30 Geo. III. C. 52, R. A. 28th April, 1790.

31 Geo. III. Cap. 76, R. A. 6th June, 1791.

40 Geo. III. C. 54, R. A. 20th June, 1800.

46 Geo. III. Cap. 122, R. A. 12th July, 1806.

54 Geo. III. C. 176, R. A. 28th June, 1814.

THIS river has its source in Slaugham, in Sussex, and running easterly, passes through the parish of Cuckfield-by-Paxhill; thence it runs nearly south by Buckham Hall, Newick Place, Isfield Place, Coombe Park, and Landport, to Lewes; and thence continues in a southerly course to the sea at Newhaven Harbour.

The first act of parliament for improving this navigation was passed in 1790, and is entitled, 'An Act for improving, continuing


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  'and extending the Navigation of the River Ouse, from Lewes Bridge, in the town of Lewes, to Hammer Bridge, in the parish of Cuckfield, and to the Extent of the said parish of Cuckfleld, and also of a Branch of the said River, to Shortbridge, in the parish of Fletching, in the county of Sussex.' It incorporates a number of persons, amongst whom are Lord Sheffield, Sir Godfrey Webster, Sir Peter Burrell, and Sir William Burrell, by the name of "The Company of Proprietors of the River Ouse Navigation," and empowers them to raise, amongst themselves, for carrying into effect this act, the sum of £25,000, in shares of £100 each, of which sum, £10,000 is to be subscribed before the work is commenced, and to collect the following

TONNAGE RATES.
And in the same Proportion for any greater or less Distance or Quantity.

No tolls to be taken between Barcombe Mill and Lewes, until £500 have been expended on the improvement of the river.

WHARFAGE RATES.
If left for a longer Period than Twelve Months, the same Rates to be paid as the Tonnage Rate for such Goods.

No Vessel of less than Ten Tons to pass through the Locks, without leave of the Proprietors.

The next act of parliament respecting this river was passed in 1791, and is entitled, 'An Act for improving the Navigation of the River Ouse, between Newhaven Bridge and Lewes Bridge, in the county of Sussex; and for the better Draining of the Low Lands, lying in Lewes and Laughton Levels, in the said county,' and appoints certain persons therein named, together with the commissioners of the Lewes and Laughton Levels, trustees for carrying it into effect, who are authorized to collect the following tonnage rates.


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

Vessels passing between Lewes Bridge and Southerham Corner, and Newhaven Bridge and Lock Hole, to be exempted from Tolls.

The land in the neighbourhood of this navigation is divided into five districts, which may be taxed to pay the expense of the drainage, in the following proportions, viz.-

And in the same Proportion for each District

The trustees are not to reduce the tolls or tonnage rates, without reducing in the same proportion the rates and assessments on the land, except the tonnage rates are more than double the amount of the drainage rates, and the tonnage must be reduced in the same proportion as the drainage rates, except when the latter exceeds half the amount of the former, nor shall the tonnage rates be reduced until the money borrowed does not exceed £6,000. The tolls of this navigation to be exempted from all taxes what ever; and the trustees may borrow money on the security of the tolls, rates and duties, and may also sell the old parts of the river, in lieu of which they have substituted new cuts.

By the 40th George III. which is entitled, 'An Act to alter, amend, and enlarge the Powers of an Act, passed in the Thirty-first Year of the Reign of his present Majesty King George the Third, for improving the Navigation of the River Ouse, between Newhaven Bridge and Lewes Bridge, in the county of Sussex, and for the better Draining of the Low Lands lying in Lewes and Laughton Levels, in the said county,' it is stated, that in consequence of the pressure of the drainage rates on the owners of the land in the level for the purposes of this act, it is expedient to increase the tonnage rates on the river; the former tolls are therefore repealed, and in lieu thereof may be taken the following tonnage rates.


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

When the tonnage rates exceed the amount of the drainage rates by £20, the trustees may lower them, and if lower may raise them, so as to keep the amount levied from each as nearly equal as possible, provided that the tonnage rates in no instance exceed the sums above stated.

The act passed in 1806 is entitled, 'An Act for altering, amending, and rendering more effectual an Act passed in the Thirtieth Year of his present Majesty, for improving the Navigation of the River Ouse, in the county of Sussex;' and repeals that part of the former act which authorizes the company to continue the navigation of the river from Hammer Bridge, in the parish of Cuckfield, to the extent of the said parish. It empowers the company to raise a further sum of £30,000, and to mortgage the tolls and rates as a security for it, or by annuity; and it allows the proprietors of lands on the western side of Isfield Lock, and the occupiers or owners of Barcombe Mill, near Primmer Wood Lock, to take and use the surplus or waste waters at those locks.

The last act relating to this navigation was passed in 1814, and is entitled, 'An Act for altering and enlarging the Powers of Two Acts of his present Majesty, for improving the Navigation of the River Ouse, in the county of Sussex;' and after stating that the tolls and rates authorized to be taken by former acts were insufficient for supporting the navigation, it repeals such tolls and rates, and authorizes the company to take the following

TONNAGE RATES.
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TONNAGE RATES CONTINUED.
For every Boat, Barge or other Vessel of less Burthen than Ten Tons passing through any Lock, the Sum of Sixpence for each Lock it passes through; but if laden with any of the Articles above enumerated, instead of this Sixpence, the Rates on such Articles to be paid.

Only Half of these Tolls to be taken on Goods passing between Lewes Bridge and Barcombe MilL

In the year 1767, Mr. Smeaton states that the high-water mark at the pier head at Newhaven was 15 feet 6 inches, on the moon's quarter day; and at the same time at Lewes Bridge, 13 feet 4 inches. The length from Newhaven to the top of the navigation near Cuckfield, is near thirty miles.

OUSE RIVER, YORK.
Edward IV. Charter - - - - - - 1462.

The Lord Protector, Charter, 26th June, 1657.

13 George I. C. 33, R. A. 15th May, 1727.

5 George II. C. 15, R. A. 1st June, 1732.

7 George III. C. 96, R. A. 15th April, 1767.

THE River Ouse rises on the borders of Yorkshire and Westmoreland. Its most northern branch called the Swale commences near Lady's Pillar; another branch rises at Shunner Fall, 2,329 feet above the level of the sea. The river runs by Reeth, Richmond and Catterick to Morton Bridge, a little below which the Bedale River unites with it. Passing on by Newby Park to Topcliffe Bridge, it is joined by the Codbeck, and proceeds to near Myton Hall, where it receives the Ure, and being augmented by many other streams in its route, it arrives at Linton, where it first takes the name of Ouse. Thence continuing in a southerly direction to Benningbrough Hall, it is joined by the River Nidd and proceeds south-easterly to the city of York, where the River Foss runs into it. Passing through the city, it runs by Bishopthorpe Palace, Naburn, and Moreby Hall; not far from Nun-Appleton Hall it is joined by the River Wharfe, and passing Cawood takes a winding and very circuitous direction to Selby; thence it proceeds in a south-easterly course until it meets the River Derwent near Barnby-on-the-Marsh; passing on, at the village of Armyn it receives the River Aire, thence proceeding easterly it runs near


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 the town of Howden, at which place it takes a southerly direction to the port of Goole, where it is joined by the River Dunn or New Dutch River; winding by Swinefleet and Saltmarshe Hall to a place called Flaxfleet, it there receives the Trent, and from this point loses its name in the River Humber.

By charter of Edward IV. granted in 1462, the Lord Mayor and Aldermen of York were appointed to oversee and be the conservators of this river, as well as of the Aire, Wharfe, Derwent, Dunn and Humber, which are connected with it.

The first act of parliament relating to this river was passed in 1657, when Cromwell was Protector, and is entitled, 'An Act for amending the River of Ouse, at or near the city of York.' The next act was obtained in 1726-7, and entitled, 'An Act for improving the Navigation of the River Ouse, in the county of York.' This was followed by another in 1732, entitled, 'An Act for rendering more effectual an Act passed in the Thirteenth Year of the Reign of his late Majesty King George the First, entitled, An Act for improving the Navigation of the River Ouse, in the county of York;' which authorized the following to be taken above Wharfe's Mouth, as

TONNAGE RATES.
Another act was passed in 1767, entitled, 'An Act for making navigable the River Ouse from below Widdington Ings, at or near Linton, to the Junction of the Rivers Swale and Ure; and for making navigable the said River Swale from the said Junction to Morton Bridge; and also the Brook running from Bedale into the River Swale, in the county of York;' wherein it is stated that the navigation of the said river has been improved above the city of York to Linton-upon-Ouse, in the said county; and that the continuing the said navigation from below Widdington Ings, near Linton, to the junction of the Rivers Swale and Ure, and from thence up the River Swale, to Topcliffe and Morton Bridge, and also making navigable the brook below the said bridge to the town of Bedale, will be of great utility to the public; and a great


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 number of persons are appointed commissioners for carrying the provisions of the act into effect, who are to erect a lock at Linton which will admit a vessel of not less than 60 feet long, 15 feet 4 inches in breadth, and which draws four feet water, upon passing which the following must be paid as

TOLLS ON THE SWALE AND BEDALE BROOK.
And so in Proportion for a less Distance, and for a greater or less Quantity than a Ton.

The commissioners have power to borrow money, for executing the work, upon security of the tolls, or by annuities.

Another act was passed in the same year as the preceding act, entitled, 'An Act for making navigable a Brook called Codbeck, from the River Swale to the borough of Thirsk, in the county of York.' The same commissioners as named in the act last mentioned are appointed to carry the act into execution, and are empowered to take the following

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

They may borrow money for the purposes of the undertaking on security of the tolls.

The last act of parliament relating to the navigation connected with this river, was passed in 1770, and is entitled, 'An Act for completing the Navigation of the River Swale, from its Junction with the River Ure to Morton Bridge, and of Bedale Brook, in the county of York; and for repealing part of an Act made in the Seventh Year of his present Majesty's Reign, relating thereto.'


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 It incorporates certain persons therein named, as "The Company of Proprietors of the River Swale and Bedale Brook Navigation." This company are empowered to raise, amongst themselves, or by the creation of new shares, or by mortgage of a moiety of the tolls and rates, the sum of £30,000; and they are authorized to take the following

TONNAGE RATES.
And so in Proportion for a less Distance, or a greater or less Quantity.

The act limits the amount of dividend to be paid on the shares to £10 per cent. per annum, and when the receipts from the tolls exceed that sum, the highest rate of tolls to be reduced one-eighth.

Lords of manors and owners of land may erect wharfs and warehouses, and on their failing to do so, when required, the company have the power of erecting them, and they, as well as such owners, may take for every ton of goods, remaining not longer than ten days, sixpence; and for every subsequent day one half penny per ton.

Half a century back a lock 21 feet wide and 70 feet long was erected on this river at Naburn, four miles below York, at which a small toll of 1s. 2d. is taken on every vessel. Before the erection of this lock the tide flowed 4 feet at Ouse Bridge in York, being a distance of eighty miles from the sea.

The River Ouse, notwithstanding the limited trade of that portion above the city of York, has such an immense traffic in the lower part, by reason of the numerous rivers and canals immediately communicating with the manufacturing districts of Yorkshire and Lancashire, in addition to the coal mines, stone quarries, and various iron works situate in the West Riding, as will undoubtedly rank it the second river of the kingdom in importance and utility; whilst by its union with the estuary of the Humber, merchandize is exported to and imported from all parts of the world.


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OUSE RIVER, BEDFORD LEVEL.
22 Char. II. C. 16, R. A. 11th April, 1670.

24 Geo, II. C. 12, R. A. 22nd May, 1751.

35 Geo. III. C. 77, R. A. 19th May, 1795.

36 Geo. III. C. 73, R. A. 7th Mar, 1796.

45 Geo. III. C. 72, R. A. 27th June, 1805.

50 Geo. III. C. 166, R. A. 9th June, 1810.

56 Geo. III. C. 38, R. A. - - - - 1816.

58 Geo, III. C. 48, R. A. - - - - 1818.

59 Geo. III. C. 79, R. A. 14th June, 1819.

2 Geo. IV. C. 64, R. A. 28th May, 1821.

7 & 8 Geo. IV. C. 47, R. A. 28th May, 1827.

11 Geo. IV. C. 53, R. A. 29th May, 1830.

LITTLE OUSE OR BRANDON AND WAVENEY RIVER.
COMMENCING with the head of this navigation at Thetford, it runs from thence in a northerly direction about three miles and a half; thence westerly, passing Santon, Downham and Brandon, a distance of thirteen miles, and thence by a north-westerly course for six miles, to its junction with the River Ouse at Brandon Creek Bridge, making the whole about twenty-two miles and a half, in the greater part of which distance it divides the counties of Norfolk and Suffolk. Its elevation above the level of the sea is very slight, the country through which it passes being generally flat.

The first act relating to this river was passed in 1670, and entitled, 'An Act for making navigable the Rivers commonly called Brandon and Waveney.' This was followed in 1751, by an act, entitled, 'An Act for appointing Commissioners to put in Execution an Act made in the Twenty-second Year of the Reign of King Charles the Second, for making navigable the Rivers commonly called Brandon and Waveney; so far as the same relates to the Navigation of the River commonly called the Lesser Ouse, from Thetford to Brandon, and from Brandon to a Place called the White House, near Brandon Ferry, in the counties of Norfolk and Suffolk;' which states that disputes have arisen amongst the land-owners on this river respecting the navigation, and the commissioners appointed under the act of Charles II. being dead, it is necessary to appoint fresh commissioners, and it then goes on to name a number of persons, amongst whom are the Duke of Grafton, Lord Cornwallis, the Marquis of Granby, Lord Euston, and Lord Henry Beauclerk, to be the commissioners for putting the act in execution.


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The last act of parliament relating to this navigation was passed in 1810, and is entitled,'' 'An Act for amending an Act of the Twenty-second Year. of his late Majesty King Charles the Second, so far as the same relates to the River Brandon, otherwise the Lesser Ouse, from the White House, near Brandon Ferry, to Thetford, in the counties of Norfolk and Suffolk, and for improving the Navigation of the said River.' ''It states that the act passed in the reign of Charles II. authorized the mayor, burgesses and commonalty of Thetford to make navigable this river, and for so doing to receive and take such tolls and rates thereon as should be fixed by commissioners named in the act, and that if the mayor, &c. declined the undertaking, the commissioners should appoint some other person who would accept the same; that the mayor, &c. not being in a situation to make this navigation, the commissioners appointed the Earl of Arlington to carry the purposes of the act into effect, and authorized him, for so doing, to take the following

TOLLS.
And the commissioners named under the act, and the mayor, burgesses and commonalty of Thetford, granted and assigned the above tolls to the Earl of Arlington, by a deed dated 20th January, 1677, which tolls were, by an indorsement on this deed dated 10th March, 1796, demised and released by the Duchess Dowager of Grafton (sole executrix of the will of the late Duke of Grafton, who was sole executor of the Earl of Arlington) to the mayor, &c. of Thetford; and they have made considerable improvements in the navigation.

The act then appoints certain commissioners, in addition to those appointed by the last act, repeals the tonnage rates before fixed, and empowers them to collect the following

TONNAGE RATES.
The Column marked thus (*) are the Rates to he paid between Whitehouse and the Sluice called the Cross Gravel Haunch.

The Column marked thus (+) between the Cross Gravel Haunch and Brandon Perry.

The Column marked thus (±) between Brandon Ferry and Thetford.


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Page:Rivers, Canals, Railways of Great Britain.djvu/519

RATES CONTINUED.
The act also authorizes the commissioners to borrow £10,000 on security of the tolls and rates, for the purposes of improving this navigation.

OUSE AND LARKE.
IT is unnecessary to recite the early enactments for this work, as they are consolidated in the act of 1827, entitled, 'An Act for improving the Drainage of Part of the South Level of the Fens within the Great Level commonly called Bedford Level, and the Navigation of the Rivers passing through the same, in the counties of Cambridge, Suffolk, and Norfolk, and in the Isle of Ely.' Certain persons are appointed navigation commissioners, with power to make a cut from a little below Ely to Sand Hill End, in the parish of Littleport, such cut to be 50 feet wide at the bottom, 74 at the top, and 6 feet deep at least; the base of the bank to be 36 feet broad and the top 12 feet, such bank to be 12 feet high from the bottom of the cut. They are also empowered to scour, cleanse and deepen such parts of the Cam and Ouse between Clayhithe and Hermitage Sluices and Littleport Bridge, and as well the present course of the Larke between Swale's Reach and Littleport Bridge, as the intended course of the river from Prick Willow to Sandy's or Sandall's Cut, and also such parts of the several navigable lodes, communicating with the said Rivers Cam and Ouse above Littleport Bridge, as may be necessary. An acreage tax of five shillings per acre in certain parts and sixpence