text:
Page:Rivers, Canals, Railways of Great Britain.djvu/337

 Thames, together with an annual rent of £60, as a compensation for the diminution of tolls, secured to the said mayor and commonalty under an act of 17th George III.

The second act obtained by the company in 1807, and entitled, An Act to enable the Company of Proprietors of the Grand Surrey Canal to complete the same, after reciting the previous act, and showing that the money thereby authorized to be raised, had already been expended in cutting part of the said canal, and excavating a basin at Rotherhithe, enables the proprietors to raise a further sum of £60,000, for completing the same, by creating new shares, or by promissory notes, or by mortgage, or annuities, as shall seem most advisable.

In June, 1808, a third act was obtained by the proprietors, entitled, '''An Act to enable the Company of Proprietors of the Grand Surrey. Canal to supply with Water the several Towns, Districts, and Places therein mentioned, and to amend the several Acts relative to the said Canal.''' The parishes and hamlets which the company is by this act authorized to supply with water, are St. Mary Rotherhithe, New Cross, St. John and St. Mary Magdalen Bermondsey, St. Giles Camberwell, Walworth, Peckham, and places adjacent in Surrey and Kent, for the accomplishment of which, £14,000 is to be raised by creating additional shares of £100 each, or by mortgage; and the proprietors are authorized to pay from the 29th September, 1807, interest at five per cent. per annum on all monies already advanced, and hereafter to be advanced, for shares in this undertaking.

Though considerable sums, as appears from the acts already recited, had been raised for the carrying on of this work, so many alterations had been made, and such a variety of additional expenses had been incurred, that the proprietors were obliged again to go to parliament; and, accordingly, a further act was obtained in the year 1811, entitled, An Act to enable the Company of Proprietors of the Grand Surrey Canal to make a collateral Cut communicating therewith, in the parish of St. Mary Rotherhithe, in the county of Surrey, and to enable the said Company to complete the said Canal, and for amending the several Acts relating thereto. After stating that the company had already completed a basin and entrance into the Thames at Rotherhithe, with a line


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/338

 of four miles of canal from the said basin to the Camberwell Road, and that they had paid off part of the mortgage debt due from them, the act empowers them to make a collateral cut, from the canal opposite the Commercial Docks in Rotherhithe, along the east side of the canal, and parallel thereto, to communicate with the basin aforesaid, at the lower end thereof, near the Thames; whereby vessels, using the canal or its cuts, might go into the Thames without passing through the basin; for this purpose, and that of liquidating their debts, they are empowered to raise no less a sum than £150,000, in addition to the money already subscribed, in shares of £100 each, or by promissory notes, or by mortgage, or by annuities. By this act also, certain privileges are secured to the Croydon Canal Company, the Commercial Dock Company, the Kent Water Works' Company, and the city of London. Some of the former tolls are repealed, and the following is declared to be the scale of the future tonnage and dockage rates.

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


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/339

TONNAGE AND DOCKAGE RATES AND DOCKAGE RATES CONTINUED.
The last Column is the Rent to be paid while stored on the Company's Premises.

Mr. Ralph Dodd was the engineer for this undertaking, and his estimate amounted to £80,220, 3s. 7d. The sum originally subscribed by the shareholders was £45,200; but by the different acts the company have had authority to raise above £300,000. The work has not yet remunerated the proprietors for their outlay, not more than two and a half per cent. annual interest having yet been received on each £100 share. The loan of course has had regular interest paid upon it, according to the provisions of the act, But as the profits of this concern, as originally intended, would partly depend upon dockage, this source of expected revenue will


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/340

 be greatly diminished by the extensive accommodation provided by St. Catherine's Docks, and the further extension of the London Docks.

GRAND UNION CANAL.
50 George III. Cap. 122, Royal Assent 24th May, 1810.

THIS canal was commenced under the authority of an act of parliament, bearing date as above, and entitled, An Act for making and maintaining a 'navigable Canal from the Union Canal, in the parish of Gumley, in the county of Leicester, to join the Grand Junction Canal near Long Buckby, in the county of Northampton; and for making a collateral Cut from the said intended Canal.

This canal unites with the Leicester Union Canal near Gumley Hall and Foxton, about four miles from Market Harborough; to which latter place there is a collateral cut; from the junction it proceeds in a southern direction to the turnpike-road between Lutterworth and Northampton, which it crosses, and near to which there are reservoirs for supplying it with water, at the eastern extremity of a branch forming the communication with Welford; leaving the Welford Branch on the east, it proceeds in the same direction as before, by Elkington and Guilsbrough to Crick, where there is a considerable reservoir; leaving Watford on the east, it continues its course to its termination in the Grand Junction Canal at Long Buckby, in the parish of Norton, having traversed a distance of nearly forty-five miles. On this line there are two tunnels; one near the crossing of the turnpike-road to Northampton, the other at Crick.

By the act the proprietors are incorporated under the name of "The Company of Proprietors of the Grand Union Canal," and. are empowered to raise a sum not exceeding £200,000, for the purposes of the said act, in shares of £100, or half shares of £50 each, as shall seem best to the subscribers at their first general meeting: and, in case such sum shall not be found sufficient for completing the work, the proprietors may raise a further sum not exceeding £50,000, either amongst themselves, or by the creation


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/341

 of fresh shares, or by mortgage, or by promissory notes. And, for reimbursing themselves, they are empowered to claim a the following

TONNAGE RATES.
Fractions to be taken as a Quarter of a Mile and a Quarter of a Ton; and Vessels passing Locks with less than Twenty Tons of heavy Goods, to pay for Twenty Tons.

The Proprietors have the Power of reducing the Rates, and of again advancing them to the Sums specified above, as Circumstances may allow; but they are not to reduce the Sums of Two Shillings and Sixpence and Two Shillings and Nine-pence per Ton, on Coal and Coke conveyed on the Leicestershire and Northamptonshire, and Oxford Canals, respectively, without Consent from those Companies; and no other Reductions are to be made without Consent of the Companies interested therein.

The Grand Union Canal Company may erect wharfs and warehouses for receiving goods, and make charges for wharfage, &c. in addition to their tonnage rates; and owners of lands, lords of manors, and others, having property on the line of navigation, may erect wharfs on the canal or collateral cuts; they may also erect bridges, stiles, &c. at their own cost, the consent of the company being first obtained.

The plans and estimate of the Grand Union Canal Were made by Mr. B. Bevan, in the year 1810. The cost of making the said canal, with the branch or collateral cut to Welford, was estimated at £219,000, including the expenses of tunnels and twenty-one locks. The subscription list contained names for two thousand two hundred and fifty-six shares and a half, or £225,650, and, consequently, the work was immediately undertaken.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/342

Though not so extensive as many other parts of our inland navigation, the utility of the Grand Union Canal is commensurate with most. By means of its communication with the Grand Junction, the Oxford, and the Leicestershire and Northamptonshire Canals, it affords the means of conveying goods to and from many populous manufacturing districts and commercial towns, and secures a ready transit for their various productions along the above-named canals, the Grand Trunk, the Trent and Thames Rivers, and most of the navigations of Derbyshire, Yorkshire, and Lancashire.

GRAND WESTERN CANAL.
36 George III. Cap. 46, Royal Assent 24th March, 1796.

51 George III. Cap. 168, Royal Assent 15th June, 1811.

52 George III. Cap. 16, Royal Assent 20th March, 1812.

THIS canal, which is designed to open a communication between the Severn and the Bristol Channel, thereby facilitating the of the country on its line with coals, timber, &c. as well as the export of farming produce, was sanctioned by the legislature in 1796, under an act, entitled, An Act for making a navigable Canal from the River Exe, near the town of Topsham, in the county of Devon, to the River Tone, near the town of Taunton, in the county of Somerset; and for cleansing and making navigable a certain Part of the said River Tone; and for making certain Cuts from the said Canal.

By this act the company were incorporated under the title of "Proprietors of the Grand Western Canal," and were authorized to make a line of navigation from the tideway in the River Exe, near Topsham, into the Tone River, in the parish of Bishop's Hull, in Somersetshire. They had also the power of making three collateral cuts or branches, viz, one in the parish of Cullompton; a second from the parish of Burlescombe to the parish of Tiverton; and a third in the parish of Wellington. They also were empowered to make two reservoirs in the valley of the River Culme, and two others in the valley of the Tone; from both which rivers they may take supplies of water. That part of the Tone which lies between Bishop's Hull and Taunton Bridge is, by this act, considered part of the canal, and vested in the proprietors thereof.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/343

By this act the proprietors wete authorized to collect certain rates, which it is not necessary to mention here, as they were repealed by a subsequent act, and another table substituted in place thereof. The sum of £220,000 is directed to be raised in shares of £100 each, and they might raise £110,000 in addition, if necessary, either amongst themselves, or by new subscribers, or on interest. The provisions of the act above-recited, were put into immediate execution, and the proprietors proceeded to complete their undertaking without delay; but it having been found necessary to vary the line prescribed by the above act, a second was obtained for that purpose in 1811, entitled, An Act to vary and alter the Line of a Cut authorized to be made by an Act of the Thirty-sixth Year of his present Majesty, for making a Canal from the River Exe, near Topsham, in the county of Devon, to the River Tone, near Taunton, in the county of Somerset, and to amend the said Act. in consequence of this second act, the line was varied, but some difficulties still remained; to remedy which, parliament was again applied to, and in the following year a third was granted, entitled, An Act to alter and increase the Rates of Tonnage authorized to be taken by the Company of Proprietors of the Grand Western Canal; and to amend the several Acts passed for making the said Canal; whereby the former rates, as we before stated, were repealed; and, for securing to them a fair remuneration for the money expended on the works, and to be hereafter laid out in completing them, the proprietors were empowered to demand the following

TONNAGE RATES.
Fractions in Distance to be taken as a whole Mile, and in Weight as a Quarter of a Ton.

The Company may charge Rates, to be determined by themselves, for the Carriage of small Parcels, and for the Wharfage of such Goods as shall remain more than Twenty-four Hours on their Wharfs. Tables of such Rates to be put up in some conspicuous Part of the Wharfs.


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/74

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


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/73

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


text:
Page:EB1911 - Volume 02.djvu/394

EGYPTIAN] with two rows of columns down to the centre, and a second hall with three rows of columns. These halls are placed longitudinally to give access to the seven sanctuaries. The second temple is of the ordinary type, with pylon, court with portico on all four sides, two halls of columns, and three sanctuaries in the rear. The next temple is that of Dendera, commenced under the second Ptolemy but not completed until the reign of Nero. It has been completely excavated, and retains the whole of its external walls. Above Thebes is the temple of Esna, of which the hall of columns only has been cleared out. The capitals of the front belong to the lotus-bud type, and those of the interior are carved with many varieties of river plant. The temple of Edfu is the best preserved in Egypt. Its plan (fig. 5) would seem to have been determined from the first, and it is singular to note that it presents the traditional type of plan, which in the Theban examples was evolved from additions made by successive monarchs. In dimensions it is but little inferior to these. Its pylon (fig. 6) is 250 ft. wide and 150 ft. high; the first court has porticoes on three sides. The great hall of columns, all of which here are of the same height, is lighted from above (fig. 7), the screen facing the court. Then follow the second hall of columns, two vestibules, and the sanctuary, surrounded by a passage giving access to the priest’s rooms round. The temple of Kōm Ombo, which comes next, was dedicated to two deities, and had therefore two sanctuaries.

The temples of Philae owe much of their beauty and picturesqueness to the island on which they are situated; their plans, and that of the long porticoes in front of the pylons of the great temple, being fitted to the irregularity of the site. In the first court is a well-preserved example of the Mammeisi temple (see ), the sanctuary and other rooms in which are entirely enclosed in a peristyle. It was built by Ptolemy Euergetes (247–222 ). A second monarch of the same name (about 125 ) built the pavilion on the north side of the island, known as “Pharaoh’s bed,” the roof of which was covered with stone slabs, resting on timber beams. In consequence of the building of the Assuan dam all these temples are submerged for the greater part of the year. The principal temples between Philae and the second cataract are:—Dabōd, of which little remains; Kartassi; Kalābsha, still preserving its pylon and great hall of columns; the Bēt el-Wāli, in which are two ancient polygonal columns; Gerf Husen, partially cut in the rock; Dakka; Wadi es-Sebū’a; and lastly Abū Simbel. Owing to the proximity of the ranges of hills to the Nile, there was no room for the ordinary type of temple at Abū Simbel, so that those founded here by Rameses the Great (c. 1300–1234 ) were excavated in the rock. In the place of the pylon the side of the cliff was worked off, leaving in relief four immense seated figures, 66 ft. high. The first hall had three aisles, divided by four piers on each side, in front of which Osirid figures (18 ft. high) were carved; beyond was a second hall, vestibule and sanctuary. The long rectangular chambers on each side are provided with benches cut in the rock. The depth of the temple is 90 ft. There is a second temple of smaller size which faces the Nile.

We have already referred to the lotus columns at Beni Hasan; these, when employed constructionally to carry stone roofs, assumed a far more solid appearance, and the stems of the lotus plant carved in the earlier examples were omitted in the later, in order to give more surface for intaglio carving. The capital and its neck still retain the lotus buds and the bands which tied them round the column. In the central avenues of the great halls the columns had bell capitals, the decoration of which was based on the flower of the papyrus. There are a few examples of the palm capital, often carved in granite, which date from an early period. Commencing with the Ptolemaic revival the capitals assume a much greater variety of form, their decoration being based on river plants; but here again the lotus plant, which seems still to be the favourite type, predominates, the buds in various degrees of their growth alternating one with the other. All these varieties of form are described in the article, but two or three may be mentioned here, as they depart from the usual type. The Hathor-headed capital, with faces on all four sides, and surmounted with a miniature shrine, is found at Dendera, Philae and other temples of the Ptolemaic or Roman periods; one of the earliest examples, but without the shrine, dates back to Tethmosis III. (1503–1449 ). As a distinct type of pier decoration, the Osirid figures at Medinet Abū, at Karnak, Gerf Husen, Abū Simbel and other temples, constitute important features: the figure is carved in front of the pier and does not serve any constructive function.

With the exception of the great building in the rear of the temple at Karnak, built by Tethmosis III., and the pavilion of Medinet Abū on the west bank of the Nile at Thebes, no palatial residences of any importance have yet been found, from which it might be inferred that the king, being the head of the Egyptian religion, occupied with his family the sacred precincts of the temple; but large as these temple enclosures are, there would have been no room for the immense army of attendants and servants required in an Oriental court. Moreover, the darkness of the halls and the rigid enclosures would have made a residence in them anything but cheerful. There are two instances where, in consequence of the subsequent desertion of the site, remains have been found of ancient towns. At Tell el-Amarna, built by the heretic king, Akhenaton, portions of the houses remain, and at Kahun, in the Fayum, Petrie discovered the walls of a town which, erected for the overseers and workmen employed in the construction of the pyramid of Illahun,

title: Page:EB1911 - Volume 02.djvu/394


text:
Page:Melbourne and Mars.djvu/53

Rh and vegetables are grown in great abundance; the whole area is more like a park than a city, so says my new friend.

As we conversed on general topics, I perceived that my new friend regarded me with closer and closer attention, and after a while he appeared to recall something to mind, 'Charles Frankston,' says he 'Charles Frankston' again, as if speaking to himself.

'Did you not have a fall from your father's air boat when you were a little boy?'

'I did, and can remember the sensation to this day.'

'And you were unconscious for some time, several days?'

'Yes; about ten days,'

'You were attended by Doctor Hildreth?'

'I was; she is still the medical officer of our district.'

'Do you remember anything of that time, any peculiar experiences strange thoughts or dreams?'

'No; but I overheard a conversation in which it was said that I was an Earthborn and still living on that planet.'

'Will you allow me to find out if that is correct?'

'Yes, if you can do so. I am entirely unconscious of anything of the kind, though my mother says that I have put questions that indicate some experiences or thoughts that I cannot have had during my present existence.'

'Can you trust me to deprive you of your consciousness for a few moments? I will do you no harm.'

'Certainly I can. I feel that I may trust you with anything, even my present or eternal welfare.'

'Fix your eyes; look steadily into mine.'

I obeyed. In a few moments his eyes appeared to merge into one large brilliant one, and his white head and beard became a mighty mass blocking up half my sky,

Suddenly I lost sight of both eye and head, and attained a new and strange consciousness. I found myself a big, heavy, stiff, slow-moving man moving almost painfully along a street. All the sights around me appeared familiar to one half of me, and entirely unfamiliar to the other half. I was awake, but how strangely awake. What a roar of harsh sounds, grinding wheels, clanging bells, discordant and angry voices, and what faces—stern, hard, selfish, smileless, sickly, pale, wrinkled, careworn, ugly as with sinful passion, and yet these are human faces and being human they are capable of happiness, though not one appears happy. And the buildings how tall and dark, how massed together. I suppose this is what we used to have on our world in the ancient days, and that it is called a city. Clock tower, Town Hall, Collins Street, five o'clock; this information comes to the slow and heavy half of me. And yet this slow half is part of me, and its automatic movements carry me past tram and 'bus and through moving wheels in and

title: Page:Melbourne and Mars.djvu/53


text:
Page:Melbourne and Mars.djvu/54

 out without danger. Down Swanston-street, half of me knowing half of me dreaming, through noise, smoke, dust, crushing and crowding to a station and a train, and cries of 'hurry up! hurry up!' A slamming and a banging, a hoarse shriek, a jerk, and we are moving to the accompaniment of grinding and roaring. Surely here the main study of everyone is how to make life miserable for everybody else.

More clang and bang, more roar and shriek, more hurry and rush and crush, more striving to be first through narrow gates and we are in a suburb. Here the buildings are farther apart, and there is a patch of garden ground here and there, but these are mostly neglected. Home? Yes, and that elderly lady my wife? Why she is older than my mother's mother. That bearded pard my son? He is surely older than my father. 'Come along, dad; you look a bit tired. Had a lot of stair-climbing to-day I suppose.'

'Yes, my son. It is as I thought; you are living a double life.'

I looked around dazed. My old friend is sitting opposite, and a gentle oscillation now and then reminds me that I am in a railway train travelling one hundred miles an hour towards the Metropolis of Mars. Four broad gauge lines: two central ones for express traffic and outside lines for stopping trains.

'I hope you will excuse me. I do not understand. Must have been asleep, sorry'—

'No! no, boy. I was just telling you; you are living a double life.'

'Oh! I remember; you sent me into something like sleep, and I have had a strange dream.'

'That was no dream; it was an episode. Just half-an-hour of the other life you are living. I was with you all the time, and I saw and heard all that you saw and heard. On earth you are about sixty-three years of age. These years are about half the length of ours, you know. You are in business as a commission agent in Melbourne, the capital of Australia; you have a wife to whom you have been married thirty-eight years, and your eldest son, whom you saw, is about twice your age. He is nearly thirty-seven, and a family man.'

'But I know nothing of this; how is it possible?'

'That I cannot explain. The phenomenon is rare, but it is mine as well as yours. I am an earth born, and forty years ago, earth years, I was teaching a school in that very city of Melbourne, then an infant city. I transferred about that time, but have not lost my interest in earth life, and I keep a constant lookout for such as you. That is my reason for ascertaining your identity. Sooner or later I should have sought you had not accident thrown us together.'

'You say 'transferred' about forty years ago?'

'Yes, that is what I call it. My soul, or the Ego, had no further use for

title: Page:Melbourne and Mars.djvu/54


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/72

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive  {| Rh
 * -valign="top"
 * USFOTO 263 to Paris and Saigon, 24 Nov 54 (S); (Ely and Collins' strong recommendation that the FEC be maintained in Vietnam overcame reservations of military and diplomatic leaders in Washington that it be withdrawn. Washington's reasoning: civil war, not overt aggression, threatened Vietnam — and the FEC would not be used in a civil conflict; the immediate US objectives of restoring order in Vietnam and bolstering Diem were not furthered by the presence of French troops. Therefore the FEC is not worth the cost of its upkeep.)
 * -valign="top"
 * Paris Msg 2433, 8 Dec 54 (TS).
 * -valign="top"
 * Saigon Msgs 2250 (NIACT), 13 Dec 54 (TS); 2024, 30 Nov 54 (S); 2261, 142009ZDec54 (C); Paris 2601, 19 Dec 54 (TS).
 * -valign="top"
 * Paris Msg 2270, 31 Dec 54 (TS); Paris Msg 2870 (NIACT), 7 Jan 55 (TS); Deptel 2766 to Saigon, 7 Jan 55 (TS).
 * -valign="top"
 * Saigon Msg 2455, 25 Dec 54.(TS).
 * -valign="top"
 * Saigon Msgs 2660 (NIACT), 9 Jan 55 (TS); 2663, 101230ZJan55 (S); Paris Msg 2797, 3 Jan 55 (S).
 * -valign="top"
 * Saigon Msgs 2453, 24 Dec 54 (S); 2676, 10 Jan 55 (TS); 2876, 221940Z Jan 55 (S).
 * -valign="top"
 * Paris Msgs 3064, 20 Jan 55 (TS); 3195, 28 Jan 55 (TS); Deptel 2629 to Paris, 24 Jan 55 (TS); 2726 to Paris, 1 Feb 55 (TS); Saigon Msg 3343, 111757ZFeb55 (C). Franco–American cooperation often missing in other endeavors was fairly good in TRIM. Intrigues between French and U.S. personnel and French intrigues against Diem existed—but their interference with the task of directing and developing the VNA was not as great as it might have been. Even Lansdale—hardly an avid French supporter—says: "there was a job to be done", and credits some French officers for their competence and cooperating in doing the job. (SMM Report).
 * -valign="top"
 * Paris Msg 2601, 19 Dec 54 (TS).
 * -valign="top"
 * Paris Msg 2987, 14 Jan 55 (S).
 * -valign="top"
 * Saigon Msg 2250 (NIACT), 13 Dec 54 (TS).
 * -valign="top"
 * -valign="top"
 * Saigon Msg 2303 (NIACT), 16 Dec 54 (TS).
 * -valign="top"
 * Saigon Msg 2250, 13 Dec 54 (TS).
 * -valign="top"
 * Memorandum for Walter S. Robertson (Assistant Secretary of State for the Far East) from Ambassador Donald R. Heath; Subject: "Comments on Saigon Telegram 2303", 17 Dec 54 (TS).
 * }
 * Memorandum for Walter S. Robertson (Assistant Secretary of State for the Far East) from Ambassador Donald R. Heath; Subject: "Comments on Saigon Telegram 2303", 17 Dec 54 (TS).
 * }


text:
Page:The Religion of Ancient Egypt.djvu/128

 detail, the less will they disturb our conviction that the victory of Set over Osiris is that of Night over Day, and the resurrection of Osiris is the rising of the Sun. And I do not think Osiris will be spoken of as dead throughout an Egyptian winter by any one who has had any experience of that delightful season.

There is a passage in the Book of the Dead which says that "Osiris came to Tattu (Mendes) and found the soul of Rā there; each embraced the other, and became as one soul in two souls." This may be a mythological way of saying that two legends which had previously been independent of each other were henceforth inextricably mixed up. This, at all events, is the historical fact. In the words of a sacred text, "Rā is the soul of Osiris, and Osiris the soul of Rā."

Horus.

But Horus also is one of the names of the Sun, and had his myths quite independently of Rā or Osiris. The most prominent ones in comparatively later times


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/71

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive  {|
 * -valign="top"
 * Paris Msg 2080, 15 Nov 54 (S).
 * -valign="top"
 * -valign="top"
 * Paris Msg 646, 15 Aug 514 (S); Saigon Msg 494, 8 Aug 54 (S).
 * -valign="top"
 * Saigon Msgs 795, 29 Aug 54 (S); 507, 10 Aug 54 (S); 721, 24 Aug 54 (S). Paris Msg 646, 15 Aug 54 (S).
 * -valign="top"
 * Paris Msg 1665, 29 Oct 54 (S).
 * -valign="top"
 * , 11 Dec 54; Deptel to Saigon, 2413, 13 Dec 54 (C); Paris Msg 2542, 14 Dec 54 (C).
 * -valign="top"
 * 83d Congress, 2d Session, Senate Committee on Foreign Relations: "Report of Senator Mike Mansfield on a Study Mission to Vietnam, Cambodia and Laos", 15 Oct 54.
 * -valign="top"
 * Paris Msg 1608, 16 Oct 54 (S); Saigon Msgs 1478, 17 Oct 54 (S); 1501, 20 Oct 54 (S).
 * -valign="top"
 * DULTE 5 from Paris, 21 Oct 54 (TS). Robert Shaplen, ., p. 118, reports these comments by Kenneth Young: "We realized we had to proceed carefully with the French, so when they made clear their position on Diem, we sent a cable to Senator Mansfield, of the Foreign Relations Committee, who was abroad, asking him what he thought of Diem as Premier. Mansfield was an old friend of Diem's and we knew what the answer would be in advance, of course, but it stunned the French. While they then dropped their open campaign to dump Diem, it became apparent that they were still maneuvering behind the scenes toward the same objective, and we realized that while we still had to work with the French in Vietnam, we would have to adopt a more independent position."
 * -valign="top"
 * NSC Record of Action, 218th Meeting, 22 Oct 54 (TS); TEDUL 14, NIACT, to Paris, 22 Oct 54 (TS); Paris Msgs 1718, 24 Oct 54 (TS); 1737, 25 Oct 54 (TS).
 * -valign="top"
 * Memorandum of Conversation, Secretary of State Dulles, French Ambassador Bonnet, Subject: "Indochina," 26 Oct 54 (S).
 * -valign="top"
 * Paris Msgs 1718, 24 Oct 54 (TS); 1737, 25 Oct 54 (TS).
 * -valign="top"
 * Deptel 1565 to Paris, 29 Oct 54 (TS).
 * -valign="top"
 * Paris Msgs 1835, 1836, 30 Oct 54 (TS).
 * -valign="top"
 * Letter President D.D. Eisenhower to General J. Lawton Collins, 3 Nov 54 (TS).
 * -valign="top"
 * Saigon Msgs 1761, 8 Nov 54 (S); 1830, 15 Nov 54 (TS); FAO Washington
 * } Rh
 * } Rh


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/70

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive  {| |} Rh
 * -valign="top"
 * 23 Sep 54 (TS); 1231, 25 Sep 54 (S).
 * -valign="top"
 * Shaplen, Robert,, Harper and Row, (Colophon Edition) New York, 1966; p. 116
 * -valign="top"
 * Shaplen, p. 116.
 * -valign="top"
 * State Department Records: E/LaC D-D/1, "Establishment and Maintenance of a Stable Anti-Communist Government in Vietnam", 23 Sep 54 (S). E/LaC D-1/3, "Other Major Political Questions, Draft Minute of Understanding", 27 Sep 54 (S). E/LaC Memorandum 16, "Minute of Understanding" 4 Oct 54 (S). Deptal 1327 to Saigon, 1 Oct 54 (S).
 * -valign="top"
 * Paris Msgs 366, 27 Jul 54 (S); 438, 30 Jul 54 (S).
 * -valign="top"
 * Paris Msgs 377, 27 Jul 54 (S); 715, 20 Aug 54 (S).
 * -valign="top"
 * State Department Records: E/LaC VM-3 "Minutes of Economic Sessions of Franco–American Bilateral Talks", 20 Oct 54 (TS). Deptel Paris 737, 28 Aug 54 (TS).
 * -valign="top"
 * State Department Records: E/LaC D-31, "US Financial Assistance to French Union Forces in Indochina", 24 Sep 54 (TS). E/LaC VM-3, "Minutes of Economic Sessions or Franco–American Bilateral Talks", 2 Oct 54 (TS).
 * -valign="top"
 * Paris Msg 715, 20 Aug 54 (S); Deptel to Paris 737, 28 Aug 54 (S); E/LaC Memorandum 14, "French Position Papers Military Aid and Economic Assistance to the Associated States", 28 Sep 54 (S).
 * -valign="top"
 * E/LaC MC-2: "Memorandum of Conversation, Smith–LaChambre Meetings", 29 Sep 54, 6 Oct 54 (TS). The Statement referred to reads as follows: "Such (aid) programs will be planned and closely coordinated to assure maximum effectiveness through appropriate machinery established in agreement with interested governments." The obvious ambiguity invites conflicting interpretations.
 * -valign="top"
 * E/LaC Memorandum 20: "Report to the Secretary of State (from Robertson) on Franco–American Bilateral Talks", 8 Oct 54, 22 Oct 54 (TS). E/LaC D-1/2, "US Relations with Cambodia, Laos, and Vietnam", 23 Sep 54 (TS).
 * -valign="top"
 * Deptel 1565 to Paris, 29 Oct 54 (TS); Paris Msg 1898, 4 Nov 54 (S); Saigon Msg 1919, 21 Nov 54 (S); 1935, 23 Nov 54 (S); Deptel 2070 to Saigon, 22 Nov 54 (S).
 * -valign="top"
 * Paris TEDUL 11, NIACT, 21 Oct 54 (TS).
 * -valign="top"
 * Paris Msgs 2018, 1 Nov 54 (S); 1883, 3 Nov 54 (S); Deptel 1737 to Paris, 10 Nov 54 (S); NIE 63-7-54: "Probable Developments in South Vietnam, Laos and Cambodia through July 1956", 23 Nov 54. (This discusses strong sentiment in France to get rid of Diem in favor of someone less hostile to the Vietminh).
 * Paris Msgs 2018, 1 Nov 54 (S); 1883, 3 Nov 54 (S); Deptel 1737 to Paris, 10 Nov 54 (S); NIE 63-7-54: "Probable Developments in South Vietnam, Laos and Cambodia through July 1956", 23 Nov 54. (This discusses strong sentiment in France to get rid of Diem in favor of someone less hostile to the Vietminh).


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/344

 The direction of the canal is nearly north-east; the length about thirty-five miles, crossing the south-west branch of the Grand Ridge.

When it is considered, that by its means, particularly if connected with the projected Bristol Ship Canal, those populous places, Exeter, Wellington, Tiverton, Taunton, &c. will be enabled to import and export articles of commerce and produce, it will be evident that the completion of this undertaking must be of general utility.

GRANTHAM CANAL.
33 George III. Cap. 94, Royal Assent 30th April, 1793.

37 George III. Cap. 30, Royal Assent 3rd March, 1797.

THIS canal was executed in consequence of an act of parliament, bearing date 30th April, 1793, and entitled, An Act for making and maintaining a navigable Canal from or nearly from the town of Grantham, in the county of Lincoln, to the River Trent, near Nottingham Trent Bridge; and also a collateral Cut from the said intended Canal, at or near Cropwell Butler, to the town of Bingham, both in the county of Nottingham.

According to the tenor of the above-recited act, the canal commences on the east side of the town of Grantham, in Lincoinshire, from which place it pursues its course nearly due east, though in a very circuitous direction, to its termination at the Trent Bridge at Nottingham, having completed a distance of above thirty miles. After leaving Grantham, it passes by Harloxton to Woolsthorp Point, a distance of five miles on the summit level, 1 97½ feet above low water; from Woolsthorp Point to Stainwith Close, a distance of less than two miles, there is a fall of 59 feet nearly; from Stainwith to Cropwell Butler, the distance is twenty miles, and level; from this place to the termination at Trent Bridge, in Holme Pierpoint, a distance of four miles, there is a fall to the Trent of 88½ feet. The canal is cut through a clay soil, and has its water entirely supplied by reservoirs, of which there are two; one at the summit level near Denton, of twenty acres, 9 feet deep; the other at Knipton, made for the purpose of receiving the flood waters of the River Devon, and covering sixty


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/345

 acres; when first made, this reservoir was 9 feet deep, but the head has since been raised 4 feet higher. The act authorized the proprietors to raise amongst themselves the sum of £75,000, and an additional sum of £30,000, whereof £20,000 should be raised by shares of £100 each, amongst the said proprietors, and £10,000 by mortgage of the tolls and rates.

The money originally directed to be raised having been expended on the works, and some misunderstanding having arisen amongst the shareholders as to their liability to raise the additional £20,000 mentioned above, application was made to parliament for a second act, to set the matter at rest, which was obtained in 1797, and bears for title, An Act for enabling the Company of Proprietors of the Grantham Canal Navigation, to finish and complete the same, and the collateral Cuts to communicate therewith; and for amending the Act of Parliament, passed in the Thirty-third Year of the Reign of his present Majesty, for making and maintaining the said Canal and collateral Cut.

By this act, such proprietors as had not paid the two calls of £10 each, over and above the original £75,000, already made under the first act, were required to pay the same forthwith, and the said calls were consolidated, with their original subscriptions, into shares of £120 each; and the company were empowered to raise £24,000 more, by creating additional shares of £120 each.

By the first act it was determined, that the proprietors should not divide a profit of more than eight per cent, per annum; and that after a fund of £3,000 had been collected, the tolls were to be reduced; but, by the subsequent act, these clauses were repealed; and they are now at liberty to divide the nett receipts, and to raise or lower their tolls, as may seem expedient to the committee.

TONNAGE RATES.
Manure, Materials for Roads, and Goods for the sole Use of Charles Pierpoint and John Musters, Esquires, and of the other Proprietors and Tenants of Estates through which the Canal passes, are exempt from the Toll of Two-pence Half penny per Ton, on passing in or out of the Trent.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/346

The proprietors of the Trent Navigation are compelled to make the bed of that river 30 inches deep of water at Trent Bridge in the driest seasons.

The navigation is now complete, with the exception of the collateral cut to Bingham, and the advantages to the town of Grantham are very great; corn, timber, coals, lime, and many other articles both of import and export, by the communication opened through this canal, with those of Nottingham and Cromford, are now transferred at a comparatively easy cost, giving, amongst other things, to the inhabitants of this district, the comforts of fuel at a much less expense than heretofore.

GRESLEY CANAL.
15 George III. Cap. 16, Royal Assent 13th April, 1775.

THIS canal, which pursues a north-west direction, and is level throughout, was made at the expense of Sir Nigel Gresley, Bart. and Nigel Bowyer Gresley, Esq. his son and heir-apparent, for the purpose of conveying the produce of their extensive coal mines in Apedale, in Staffordshire, to the town of Newcastle-under-Lyne, in the same county, and of facilitating their transit to other parts of the country by means of the Newcastle-under-Lyne Junction, and other navigations.

The act obtained as above, is entitled, '''An Act to enable Sir Nigel Gresley, Bart. and Nigel Bowyer Gresley, Esq. his Son, to make and maintain a navigable Cut or Canal from certain Coal Mines in Apedale, to Newcastle-under-Lyne, in the county of Stafford.''' This act, after making the usual provisions, binds the proprietors for twenty-one years from and after the date thereof, to furnish the inhabitants of Newcastle with coals at 5s. per ton of twenty hundred weight, weighing one hundred and twenty pounds each hundred weight, and in like proportion for a single hundred weight. At the expiration of the first twenty-one years the proprietors, or their heirs, are to furnish coals at 5s. 6d. per ton for an additional term of twenty-one years; which last quoted price may, under certain conditions, be raised to 6s. per ton; the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/347

, in either case, binding themselves, under the penalty of £40 for each offence, to keep a supply of coals sufficient for the consumption of the town, at a wharf in or near the same.

There are few private works of more real utility to the public than Sir Nigel Gresley's Canal, which has added considerably to the interests of the inhabitants of Newcastle, by the regularity wherewith they are supplied with coal at a moderate charge.

GRIMSBY PORT OR HAVEN.
36 George III. Cap. 98, Royal Assent 14th May, 1796.

39 George III. Cap. 70, Royal Assent 12th July, 1799.

THE wet docks in Grimsby Harbour or Haven are connected with the mouth of the Humber, in the tideway of that river, by one of the largest cuts in the kingdom, being calculated to admit ships of as much as one thousand tons burthen. The length of the canal is inconsiderable, being only one mile and a half, with one lock 126 feet long, 36 feet wide, and 27 feet high within the walls; which lock, independent of the charge for piling and foundations, cost upwards of £14,000. Mr. Rennie was the engineer employed upon this useful undertaking; the first act for which was put in execution soon after the royal assent thereto had been obtained. The wet docks at Grimsby having proved insufficient, an addition thereto of three acres was made and completed in 1804, under the powers of the second act obtained in 1799. The direction of the canal is south-west, and the depth of water in it 20 feet.

When Grimsby obtained the privilege of becoming (independent of Hull) a port for the purpose of Foreign imports and exports, the extent of the port was precisely defined by his Majesty's commissioners; and, by the act of parliament, and the powers and privileges granted to the port, certain dues can be charged upon all shipping which enter the same. But the enumeration of such charges could answer no purpose, except to lengthen this article; we therefore think it better to refer parties immediately interested in the port dues, to the act of parliament under which they are imposed.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/348

GROSMONT RAILWAY OR TRAMROAD.
52 George III. Cap. 107, Royal Assent 20th May, 1812.

THIS railway was laid down by Mr. John Hodgkinson, who estimated the cost of completing the same at £12,000. The sum of £10,900 being subscribed in £100 shares, the work commenced under the sanction of the legislature in an act, entitled, An Act for making and maintaining a Railway from the End of the Llawihangel Railway in the parish of Liawihangel Crucorney, in the county of Monmouth, to or near to the Twelfth Mile-stone, in the Road leading from the town of Abergavenny, in the county of Monmouth, to the city of Hereford. The clause for remunerating the proprietors enacts the following as

TONNAGE RATES.
A Fraction of a Ton to be considered as the Quarters contained in such Fraction; and a Fraction of a Quarter as One Quarter. A Fraction of a Mile to be considered as the Quarters contained in it, and of a Quarter as One Quarter.

TOLLS TO BE TAKEN ON THE RAILWAY.
This tramroad, which may be considered a continuation of the Llawihangel Railway, was designed to facilitate the communication with Herefordshire, and thereby contribute to the easier transit of the various products and commodities, both of import and export, and is nearly seven miles in length, from its commencement at the Llawihangel Railway to its termination at Llangua Bridge.

The fund to be raised for the purposes of the act is £13,000, in £100 shares, with the power of raising a further sum of £7,000, either amongst themselves, or by creating new shares, or by mortgage.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/349

When it is stated, that by this railway a difference in the level of from 166 to 168 feet is made in the distance above specified, it is hardly necessary to add, that were it even for nothing but the saving of time and labour in the conveyance of goods, the work could not fail to be of very great utility.

HAMOAZE RIVER OR ESTUARY.
THIS river is navigable for ships of war of the greatest size, and, in consequence of its connection with Plymouth Sound, is of great service as a harbour. It extends in a direction almost due north from Cawsand Bay to the Tamar River near St. Mellion, a distance of about nine miles, leaving as its branches Cat Water, Sutton Pool, and Stone-House Creek; communicating also with the River Tavey, near Warley, and passing, in its course, by Plympton Earle, and Saltash, both considerable towns. Several improvements have been contemplated and undertaken on this river and its branches, amongst which may be mentioned the bridge and causeway over Stone-House Creek, projected by Mr. Smeaton in 1767; a pier from Penlee Point to protect the ships in Cawsand Bay from the east and south-east winds; the deepening and cleansing of Cat Water and Sutton Pool, for which £4,000 was granted in the 45th George III.; and the construction of a floating dock in Sutton Pool, capable of holding one hundred merchantmen afloat.

HARTLEPOOL CANAL.
THIS canal, three hundred yards long and 19 feet deep, the whole of which is cut through the solid rock, was executed in the year 1764, at the expense of Sir J. H. Duval, for the purpose of connecting Hartlepool Harbour, on the coast of Durham, with the sea. As a private work, it is not necessary for us to enter into details of its construction, or the cost of its execution. It has been the means of saving many valuable lives; for in stormy weather, vessels now can enter the harbour, where they lie in security.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/350

HAY RAILWAY.
51 George III. Cap. 122, Royal Assent 25th May, 1811.

52 George III. Cap. 106, Royal Assent 20th May, 1812.

THIS railway commences at the wharf of the Brecknock and Abergavenny Canal, not far from the town of Brecon, and pursuing a circuitous course through a mountainous district, in some parts 670 feet or more above the level of the sea, it ends at the village of Eardisley, in the county of Hereford, where a junction of the Kington Railroad has since been made with it.

This undertaking was commenced in the latter end of the year 1811, under the authority of an act of the legislature, entitled, An Act for making and maintaining a Railway from or near the public Wharf of the Brecknock and Abergavenny Canal, in the parish of St. John the Evangelist, in the county of Brecon, to or near to a certain Place called Parton Cross, in the parish of Eardisley, in the county of Hereford. But before the proprietors had advanced far in their work, they perceived the necessity of varying the line of their original design, and, consequently, went again to parliament for the purpose of obtaining a second act, which received the royal assent in 1812, and is styled, An Act for enabling the Company of Proprietors of the Hay Railway to amend, vary, and extend the Line of the said Railway, and for altering and enlarging the Powers of an Act passed in the Fifty-first Year of the Reign of his present Majesty, for making and maintaining the said Railway.

By the first act the proprietors have power to raise £50,000 in shares of £100 each, and a further sum of £15,000, if necessary, amongst themselves, or by the admission of new subscribers or by mortgage, or by promissory notes. The work commenced with a subscription, in £100 shares, of £47,500. Under the provisions of these acts the work has been completed; and the following are fixed as


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/351

TONNAGE RATES CONTINUED.
Fractions of a Ton to be considered as Quarters of a Ton, and of a Mile as Quarters of a Mile. The Rate of Charge for small Parcels not exceeding Five Hundred Weight, to be fixed by the Company.

Owners and Occupiers of Land may pass on the said Railway free of Toll, as far as the same extends through their Lands, and may drive Cattle and Sheep along the same.

Lords of manors and owners of land, through which the road passes, may erect wharfs, &c. on the line; and if they refuse to do so, then the company are authorized. In case of lords of manors and others erecting wharfs, &c. the following rates will be allowed.

WHARFAGE AND WAREHOUSING RATES.
If they remain on a Wharf or in a Warehouse above Forty-eight Hours, then a further Charge may be made for the first Ten Days, of One Penny per Ton for Wharfage, and Three-pence per Ton for Warehousing; after the Space of Ten Days, the same Rates for every Day till removed.

The railroad was laid down by Mr. John Hodgkinson, who designed two lines of road, one twenty-six miles in length, without a tunnel, the estimate for which was £50,375, 12s.; the other twenty-four miles long, with a tunnel, and on a line which does not rise more than 7 inches in the chain, estimated at £52,743, 18s. This latter is the one adopted; and, taking the level line from the wharf of the Brecknock and Abergavenny Canal, where the road commences, the rises and falls thereof, are as here stated, viz, from the wharf to the tunnel, (which latter is two furlongs five chains long,) in a distance of three miles and three quarters, arise of 169 feet 2 inches above the level; from the outlet of the tunnel, which is 184 feet 2 inches above the level line, there is a descent in eight miles of 154 feet 2 inches below the same; for the next four miles and three quarters, the road has a further fall of 95 feet; from that fall to the termination of the railroad at Eardisley village, being a distance of nearly seven miles and a half, there is a rise of 78 feet.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/352

The advantages of this railroad to the owners of property on its line are very considerable, independent of the facilities it affords for the transit of goods, minerals, and other produce, by means of its cotmection with the Brecknock and Abergavenny Canal, the Kington Railroad, and, through it, with the Leominster Canal, and the extended line of country to which it thereby transfers the produce carried along it.

HECK AND WENTBRIDGE RAILWAY.
7 George IV. Cap. 46, Royal Assent 5th May, 1826.

8 George IV. Cap. 20, Royal Assent 12th April, 1827.

THIS work commences at a place called Wentbridge, adjoining the turnpike-road from Doncaster to Ferrybridge; and, pursuing a circuitous course in a north-east direction, arrives at its termination in the basin communicating with that part of the Aire and Calder Navigation called the Knottingley and Goole Canal, in the township of Heck, after having completed a distance of seven miles and thirty-five chains.

The first proceeding in this work was under authority of an act, entitled, An Act for making and maintaining a Railway or Tramroad from Heckbridge, in the parish of Snaith, to Wentbridge, in the parish of Kirksmeaton, all in the West Riding of the county of York.

By this act it was determined that the subscribers, who were called "The Heck and Wentbridge Railway Company," should make and maintain a railway or tramroad from Far Fleet Close, at or near Heckbridge, in the parish of Snaith, and passing through the parishes of Womersley, Campsall, Kirksmeaton and Darrington, and through or into the hamlets or townships of Pollington, Heck, Whitley, Balne, Stubbs Walden, Stapleton, and Wentbridge, terminating in the great north road, at the last-mentioned place. They are also required to make a dock or basin at the communication of their railway with the canal from Knottingley to Goole, for loading and unloading vessels, together with a bridge for haling horses to pass over the cut joining such basin or dock with the canal. For these and other purposes of the act,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/353

 they are empowered to raise amongst themselves in shares of £100 each, a sum not exceeding £11,300; and they may, if needful, raise a further sum of £2,800, by borrowing on mortgage of the rates. For paying interest of capital, and monies borrowed, they have authority to demand the following

TONNAGE RATES.
No Toll to be taken for Manure of any nescription used on the Lands in Heck, Balne, Womersley, Stubbs Walden, Little Smeaton, Kirksmeaton and Stapleton, if brought from Heckbridge into these Townships.

In Addition to the above Rates, the Proprietors are authorized to charge Sixpence per Ton on all Goods, Wares, Merchandize, and Things whatsoever, which shall pass any Inclined Plane on the Railroad. Fractions of a Ton to be taken as Quarters of a Ton, and of a Quarter as One Quarter; Fractions of a Mile to be taken as Quarters, and of a Quarter as One Quarter. Small Parcels and Packages not exceeding Five Hundred Pounds to be charged for according to Rates determined by the Company, who also have Power to reduce the Tolls, and again to advance them, as circumstances may demand.

Owners and Occupiers of Land have the usual Power of passing along the Railway without paying Tolls; they may also erect Wharfs, Warehouses, &c. on their Lands adjacent to the Railway, for Warehousing Goods; or, in Case they refuse so to do, the Proprietors may erect the same, paying for the Land taken for such Purposes.

The company, or other persons erecting wharfs, warehouses, &c. are empowered to demand the following

WHARFAGE AND WAREHOUSING RATES.
After remaining Forty-eight Hours on the Wharfs or in Warehouses, the Owners are to pay One Penny per Ton Wharfage, and Two-pence per Ton Warehousing for the next Seven Days, and the said Sum respectively for every succeeding Seven Days.

The estimate for this work was made by Mr. Enoch Taylor, who omitted to calculate the expense of making the basin or dock, and the cut joining it to the canal, with the bridge over the same, and other works connected therewith; indeed the proprietors


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/354

 themselves, in their first scheme, had no intention of making either basin, cut or bridge, excepting a swivel bridge for the towing-path, and therefore found their original stock too small for the purposes of their act; to remedy the first omission, they obtained, on the 12th April, 1827, another act, entitled, 'An Act to amend and enlarge the Powers and Provisions of an Act relating to the Heckbridge and Wentbridge Railway.' By this they were empowered to purchase twenty acres of land, in addition to the six acres for which the former act made provision, for making the dock or basin, cut and bridge before-mentioned, as also coal-yards, warehouses, wharfs, and other buildings and conveniences; they may also raise a further sum of £7,600 amongst themselves, or by the creation of new shares, or by borrowing of the Commissioners of Exchequer Bills, for the purposes of the said act.

The original object for constructing this railway, was to bring the stone situate at Wentbridge and Smeaton into the London and other distant markets.

HEDON HAVEN.
14 George III. Cap. 106, Royal Assent 20th May, 1774.

THE harbour of Hedon having, from the accumulation of warp, &c. in the bed of the River Humber for a long series of years, become unnavigable, an act, entitled, An Act for recovering, improving, and maintaining the Navigation of the Haven of Hedon, in Holdernesse, in the East Riding of the county of York, was obtained in the year 1774, for the purpose of remedying this inconvenience, and to render the harbour again navigable from low-water-mark to the turnpike-road near the town of Hedon, leading to Patrington; and also for making a reservoir or basin near the said road. For these purposes, the commissioners named in the act were empowered to borrow money on security of the tolls; and the following were determined on as


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/355

TONNAGE RATES CONTINUED.
And in Proportion for lesser Weights and Quantities.

Goods remaining on the Wharfs, &c. above Twenty-four Hours, are to pay Wharfage Rates appointed by the Commissioners. Manure, Hay and Straw not for Sale, but to be used by the Owners, are exempt from the Tolls.

The commissioners appear to have proceeded in the execution of the plan for which the act was obtained; but the trade of Hedon having greatly declined, the advantages accruing are only of a limited nature.

HEREFORD RAILWAY.
7 George IV> Cap. 100, Royal Assent 26th May, 1826.

WE have, in a former page, given an account of the Grosmont Railway, to which the present may be properly considered an addition. The act for executing it was obtained in 1826, and bears for its title, An Act for making and maintaining a Tramroad or Railway from the End of the Grosmont Railway, at Monmouth Cap, in the parish of Llangua, in the county of Monmouth, to Wye Bridge, in the parish of Saint Martin, within the Liberties of the city of Hereford. Locomotive engines are allowed by the act, and the following are appointed as

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

For passing along the road with cattle, &c. the following are the authorized tolls.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/356

TOLLS.
Small Parcels under Five Hundred Weight are to be paid for according to a Rate to be fixed by the Company.

The proprietors are empowered to raise £23,200 in shares of £100 each; and if need be, an additional sum of £12,000 by mortgage.

From an inspection of the communication with various parts of the kingdom, which will appear by referring to the map, it is evident that the execution of this railroad will prove of very great convenience to the owners of property on its line; the various productions of the particular district through which it is designed to be made, will thus have a ready conveyance, while, by the same means, the staple commodities of other places will be as easily conveyed to the towns in its vicinity.

HEREFORD AND GLOUCESTER CANAL.
31 George III. Cap. 89, Royal Assent 11th April, 1791.

33 George III. Cap. 119, Royal Assent 11th July, 1793.

THIS useful branch of inland navigation, which is about thirty-five miles and a half in length from its commencement at Hereford to the tideway of the Severn at Gloucester, was projected under the superintendence of Mr. Joseph Clowes, civil engineer, in the latter end of 1790; and the first act obtained for the execution of the work, was passed in the following year, under the title of An Act for making and maintaining a navigable Cut or Canal from the city of Hereford to the city of Gloucester, with a collateral Cut from the same to the town of Newent, in the county of Gloucester.

The act being obtained, the necessary works were soon after commenced; but it having been found necessary to vary the original line, and to make other alterations, a second act was obtained in 1793, entitled, 'An Act to vary and extend the Line of the Canal authorized to be made by an Act passed in the Thirty-first


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/357

 Year of the Reign of his present Majesty, entitled, An Act for making and maintaining a navigable Cut or Canaifrom the city of Hereford to the city of Gloucester, with a collateral Cut from the same to the town of Newent, in the county of Gloucester.

This canal pursues a northerly direction from Byster's Gate in Hereford, near to the banks of the Wye, till it Comes to the River Lugg, near Sulton St. Michael and Sulton St. Nicholas; having crossed this river, it takes an easterly course to Munsley; thence crossing the River Leadon, it proceeds in a southerly direction, till it again crosses the Leadon, two miles below Ledbury; after pursuing its course to Denimoch easterly, it crosses the same river for a third and fourth time at four miles from the last-mentioned place; proceeding onwards to its termination, it passes by Pountley, Newent, Rudford and Lassington, crossing for the last time the Leadon, and also a branch of the Severn, in which river, after going through a cut across Alney Island, it terminates opposite to Gloucester.

By the first act the proprietors of this canal were authorized to demand the following

TONNAGE RATES.
And so on in Proportion for different Distances.

The original sum granted by the act for completing this work was £25,000, with power to raise £30,000, more, if necessary; shares to be £100 each.

The advantages of the amended act are, the nearer approach to Hereford and the tunnel at Oxenhall, which saves the collateral cut to Newent, and avoids a great deal of circuitous navigation.

We have stated above that the length of canal, when finished, will be thirty-five miles and a half, which is on the following levels, - from Hereford to Withington March, six miles of level canal; from thence to Monkhide, (which is a summit level at an elevation of 195½ feet above low water of the Severn,) there is a rise of 30 feet in a distance of three miles: the canal continues on the summit level for eight miles and a half to Ledbury; from that


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/358

336 place to Gloucester, where it terminates, there is a fall of 195½ feet in the remaining eighteen miles. The proposed cut from Newent to the canal has a fall into it of 10 feet in a length of three miles. The total lockage is 226 feet nearly; and the number of tunnels on the canal three, all of considerable size; the first, near Hereford, being four hundred and forty yards long; the second on the high ground at Asperton, near Frome Cannon, the middle of the summit level, thirteen hundred and twenty yards; and the third at Oxenhall, two thousand one hundred and ninety-two yards.

In 1796 the line from Newent to the Severn was completed; and, after two years' interval, the Oxenhall Tunnel was opened, by which means the navigation became practicable to Ledbury. The expense of cutting, &c. was very great; but the advantages derived from this work are great in proportion; as an instance, we may mention, that the opening of the Oxenhall Tunnel effected an immediate reduction in the price of coals at Ledbury of no less than l0s. 6d. per ton; that quantity being sold for 13s. 6d., when, before the opening of the navigation, 24s. was the price. Nor is it with the coal mines alone that this canal opens a ready communication; lime-stone, iron, lead, and other productions of South Wales, as well as those of the immediate neighbourhood of Hereford, may, by means of this canal, be conveyed to London, Bristol, Liverpool, Hull, and various other parts of the kingdom, entirely by water carriage.

HERTFORD UNION CANAL.
5 George IV. Cap. 47, Royal Assent 17th May, 1824.

THIS canal, designed to make a communication from the River Lea Navigation at White Port Bridge, in the parish of St. Mary Stratford Bow, with the Regent's Canal at Old Ford Lock, Bethnal Green, was projected by Sir George Duckett, Bart. who, in 1824, obtained the sanction of parliament by the following act, entitled,  'An Act for making and maintaining a navigable Canal from the River Lee Navigation, in the parish of St. Mary Stratford Bow, in the county of Middlesex, to join the Regent's Canal at or near a Place called Old Ford Lock, in the parish of St. Matthew Bethnal Green, in the said county of Middlesex.'


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/359

By this act Sir George Duckett, his heirs and assigns, may borrow on mortgage of the canal and rates, any sum not exceeding £50,000; and for defraying the cost of completing the work, authority is given to charge all persons using the said canal the following

TONNAGE RATES AND TOLLS.
Fractions of a Ton to be taken as Quarters, and of a Quarter as a Quarter; and Barges or other Vessels not carrying Twenty Tons, to pay for Twenty Tons. Tolls for Horses and other Animals to be paid only once a Day.

Lords of manors and proprietors of lands may erect wharfs and warehouses; and if not, Sir George Duckett, his heirs or assigns, may do so, and claim the following

CRANAGE AND WHARFAGE RATES.
If Goods are left more than Forty.eight Hours upon the Wharfs, without Permission of Sir George or his Agents, they may be removed into a Place of safety at the Owner's Expense, and detained till such Costs are discharged; and, in Case the Rents and Charges for Warehousing shall not be liquidated within Two Months, the Goods are to be sold to pay the same.

The summit level of this canal is to be 6 inches above the top water mark of the Regent's Canal; bridges are to be erected over the towing-paths of the same; and a stop-lock is to be made within a hundred yards of the same. Various other regulations are made for the preservation of the Lea Navigation and the Regent's Canal, which it is unnecessary to state; we may therefore briefly remark, that the work is of very great utility as well to the vicinity of the metropolis as to other parts of the country; more especially by connecting the Paddington Canal, through the Regent's Canal, with the Lea Navigation, without locking down into the Thames.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/360

HORNCASTLE NAVIGATION.
32. George III. Cap. 107, Royal Assent 11th June, 1792.

39 & 40 George III. Cap. 109, Royal Assent 9th July, 1800.

THE Horncastle Navigation commences in the Old Witham River, near Tattershall, in the county of Lincoln, and in part occupies the site of a cut formerly called the Tattershall Canal, made by Messrs. Dyson and Gibson, of whom the present company purchased it.

The first act obtained for the purposes of this undertaking was passed in 1792, and is entitled, An Act for enlarging and improving the Canal called the Tattershall Canal, from the River Witham to the town of Tattershall, and extending the same into the River Bain, and for making the said River Bain navigable from thence to or into the town of Horncastle, all in the county of Lincoln, and also for amending and rendering complete the Navigation communicating between the said River Witham, and the Fosdyke Canal, through the High Bridge, in the city of Lincoln.

By this act the company were incorporated under the title of "The Company of Proprietors of the Horncastle Navigation," and were empowered to purchase, deepen, widen, and enlarge the cut made by Messrs. Dyson and Gibson; and to make any new cuts on the sides of the river, to straighten the same, and to avoid mills or other obstructions. The commissioners of the River Witham, in order to render the navigable communication complete at all times, are authorized to make that river navigable through the High Bridge in Lincoln, into the Fossdike Canal. For putting these plans into execution, the proprietors are empowered to raise, in shares of £50 each, the sum of £15,000; and, in case this sum should not be sufficient, they are to raise £10,000 more in the usual way; the expenses of the improvement of the Witham River are for seven years, to be borne jointly by the Witham Company and those of the Sleaford and Horncastle Navigations; and for remunerating the latter, the following are to be their tonnage rates.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/361

TONNAGE RATES.
For Lime, Lime-stone, Manure, or Materials for Roads, Half the above Tolls.

The necessary preparations being made, and the plans, projected in the outset of the undertaking, being completed, the company entered upon the work, but after they had proceeded for some time in the execution of the powers invested in them, they found that the funds raised under the authority of this act were insuflicient for the extent and magnitude of their scheme; they therefore again applied to parliament, and obtained a second act, which received the royal assent on the 9th July, 1800, entitled, An Act for enabling the Horncastle Navigation Company to raise a further Sum of Money to complete the said Navigation, and for amending an Act passed in the Thirty-second Year of the Reign of his present Majesty, for making and maintaining the said Navigation.

The preamble of this second act states that they have raised, under the first act, the sum of £15,000, and great part of the further sum of £10,000 therein directed to be raised; all which monies have been expended on the works; they are therefore authorized to raise, by subscription amongst themselves, or by the admission of new subscribers, or by mortgage, or on bond, the further sum of £20,000 for the purposes of the said act, and for remunerating the subscribers for the additional contributions, the following are granted as

ADDITIONAL TONNAGE RATES.
For all Lime or Lime-stone used for Manure, and for all other Kinds of Manure or Materials for repairing Highways, in the various Cases as above, Half of the said additional Rates per Ton shall only be charged.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/362

In the former act it was directed, that after the payment of £8 per centum to the proprietors for money advanced, the surplus of the rates should be funded, and when this fund amounted to £1,000, the rates should be reduced; but in the present that clause is repealed.

There is a considerable basin at Horncastle, and the work was opened in the year 1802. The length of the canal is eleven miles, at no great elevation above low water mark, and the direction it pursues is nearly north-east. The advantages it affords, by the easy conveyance of agricultural produce, and the importation of coals, timber, and other goods through the River Trent, are of great consequence to a portion of the county of Lincoln, and to Horncastle and its neighbourhood in particular.

HUDDERSFIELD CANAL.
34 George III. Cap. 53, Royal Assent 4th April, 1794.

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

46 George III. Cap. 12, Royal Assent 31st March, 1806.

BEFORE we enter on a description of this bold, stupendous and useful undertaking, it may be neccessary to premise that, in the year 1774, Sir John Ramsden, Bart. obtained an act for making and maintaining a navigable canal from the River Calder, at a certain point between a bridge called Coopers Bridge and the River Colne, to the King's Mill, near the town of Huddersfield, in the West Riding of the county of York, Sir John was then a minor; but the measure met with the approbation of his trustees, inasmuch as it tended greatly to the convenience of the town of Huddersfield, whereof Sir John is nearly the sole proprietor. This canal was executed in due course; and, in the year 1792, an act of parliament passed for making and maintaining a canal from Manchester to or near Ashton-under-Lyne and Oldham; and, in the year 1793, the work of this canal was in a great state of forwardness. It was then discovered, that if a communication could be formed between Sir John Ramsden's Canal and the Ashton, it would be the most direct line of conveyance between the east and west seas, provided a short cut was made extending the Ashton Canal at Manchester to the Duke of Bridgewater's Canal, which


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/363

 defect was obviated by the formation of the Rochdale Canal. With this impression a survey was made, in the year 1793, by Mr. Nicholas Brown; and the measure obtained legislative sanction in an act, entitled, '''An Act for making and maintaining a navigable Canal from and out of the Canal of Sir John Ramsden, Bart. at or near the town of Huddersfield, in the West Riding of the county of York, to join and communicate with the Canal Navigation from Manchester to or near Ashton-under-Lyne and Oldham, at or near the town of Ashton-under-Lyne aforesaid, in the county palatine of Lancaster.''' Under the above act the proprietors, who are incorporated by the title of the "Huddersfield Canal Company," are enabled to raise in shares of £100 each, the sum of £184,000; and in case such sum should prove insufficient, they may raise £90,000 in addition, amongst themselves, or by creating new shares, or by mortgage. By the same act the following are to be collected as

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

Wharfage Rates to be demanded by the Company, or others having Wharfs on the Line of the Canal, shall not exceed Three-pence per Ton for the Space of Ten Days, after which Time an Additional Charge may be made for every succeeding Day of One Half-penny per Ton per Day. Vessels of less than Ten Tons are not to pass a Lock when the Water does not run over the Weir, nor of Fifteen Tons when it does, without Leave of the Company's Agent, to be given in Writing.

The company are required to make reservoirs for supplying the canal, sufficient to contain not less than twenty thousand locks of water, each lock containing one hundred and eighty cubic yards; but none of this water, except in times of flood, is to be taken from rivers on the line. In case Sir John Ramsdensustains


text:
Page:Pentagon-Papers-Part IV. A. 3.djvu/51

Declassified per Executive Order 13526, Section 3.3 NND Project Number: NND 63316. By: NWD Date: 2011 TOP SECRET – Sensitive in Vietnam is not bright, I believe that if Diem has firm US support and guidance and active French cooperation, or at least acquiescence, his government has a reasonable prospect of success.

As a result of Collins' recommendations the NSC endorsed a strong policy in Vietnam: the US would continue to support the Diem government and continue to press France to carry out its commitments under the Smith–LeChambre agreement. The NSC approved in principle the programs of military and economic aid to implement Collins' recommendations (about $500 million) and determined to seek reaffirmation of the Manila powers' determination to react under the SEATO treaty if hostilities were resumed. Dulles decided to "take the plunge" and begin direct aid to Vietnam on January 1, 1955. The aid program was to be flexible and fluid, adjusted according to circumstances and subject to discontinuance at any time, as at present.

 * E.

With strong United States backing, Diem went into the sect crisis of the spring, 1955. Different from the military coup crisis of Autumn 1954 end the Quat cabinet crisis of December, the sect crisis was resolved by Diem's taking firm action and was not followed by another. It was followed by the end of any real French presence in Vietnam.

 * 1.

The sects had been quiescent but not quiet since Cao Dai and Hoa Hao ministers had joined the cabinet in September 1954. The end of French subsides for sect armies in February shook them out of complacenycomplacency [sic]. Diem agreed to pay a part of what the armies had received from the French to ease the transition of some 40,000 soldiers to civilian life. But transition it was to be: he would not tolerate armed bands separate from VNA command and separate from Saigon's political guidance. Sect leaders had different objectives, however. They wanted to preserve their military forces by integrating, intact, as many units as possible into the National Army. (With a VNA force level of 100,000, few could be accommodated; in January only 6,000 sect troops had been absorbed.) Secondly, the sects wanted substantial government assistance for soldiers forced to leave the military. Most important, they wanted recognition of their areas of influence and Diem's assurance that he would not encroach on their territories. Diem would countenance no part of this third request.

Since December, a. Franco–American group headed by Col. Lansdale and directed to "come up with a peaceful solution" to the problem had worked furiously, found a solution and urged its prompt adoption. Generals Collins and Ely decided to give the matter further study. Lansdale's reaction: Rh


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/364

342 any loss in the annual income of his canal, in consequence of this company's building of warehouses, wharfs, &c. such loss is to be made good by the Huddersfield Canal Company.

As many mills are upon the streams and brooks from which the reservoirs of the company are to be supplied, it is provided that all persons concerned shall have access to the company's works, and that damages done shall he immediately repaired; and as it is also proposed that a tunnel should be made on the summit level, under Pule Moss and Brunn Top, in the townships of Marsden and Saddleworth, whereby the waters in Brunn Clough and Red Brook Vallies may be diminished, such diminution shall be, from time to time, made up by water supplied to the streams running thereto, from the company's reservoirs on or above the summit level aforesaid. A lock not more than 8 feet wide, with a fall of not less than 6 feet, shall be made at the communication with Sir John Ramsden's Canal; and that part of his canal between his navigation warehouses and the Huddersfield Canal, shall be cleansed and kept navigable by the said company at their will and pleasure, should the said Sir John Ramsden, his heirs or assigns, fail or refuse so to do; and the said Sir John Ramsden is not to receive any tolls or rates for goods navigated from this canal to his warehouses. The provision respecting the supply of water to the streams in Brunn Clough and Pule Moss is necessary on account of the mills thereon.

If the interests of Sir John Ramsden, the Aire and Calder Proprietors, or the Calder and Hebble Navigation, should be injured by making, at any future time, a canal to the eastward, communicating with this or Sir John Ramsden's, full recompense is to be made to the injured parties by the Huddersfield Company, by authorizing them to receive all rates and tolls, in proportion to the length of such navigation and the tonnage thereon collected. In 1798 the part of this canal which lies between Huddersfield and Marsden was completed and opened; and also the part between Ashton-under-Lyne and Stayley Bridge; besides these, another part from Stayley Bridge towards the west end of the tunnel was navigable; but, owing to the very heavy expense incurred in the works of the tunnel, and the deficiency arising from many of the subscribers not being able to pay up their calls, the canal was


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/365

 greatly retarded. Besides this deficiency, the company were only able to borrow £14,182 on mortgage, which sum, with the amount actually paid by the subscribers, had all been expended on the works, they therefore obtained, in 1800, a second act, entitled, An Act for enabling the Huddersfield Canal Company to finish and complete the Huddersfield Canal; and for amending the Act, passed in the Thirty-fourth Year of the Reign of his present Majesty,for making and maintaining the said Huddersfield Canal. By this second act the committee are empowered to make calls, from time to time, not exceeding £20 per share in the whole, and they may raise, by new shares, or on promissory notes payable at distant times, and bearing lawful interest, any sum or sums necessary for completing the said canal, not exceeding in the whole, the sum of £274,000, mentioned in the first recited act.

The work being thus supplied with funds, proceeded towards completion; but the cost and difficulties attendant on its execution were so much beyond calculation, that the proprietors were, six years afterwards, compelled to apply a third time to parliament, and obtained, in 1806, another act, bearing as title, An Act to enable the Huddersfield Canal Company to raise a further Sum of Money for the Discharge of their Debts, and to finish and complete the Huddersfield Canal, and for amending the several Acts passed for making and maintaining the said Canal.

This canal, which is fitted for small craft of 7 feet wide, and such as navigate upon the Staffordshire and southern canals, and what Dupin calls of the narrow section, is capable of passing boats with twenty-four tons burthen; and, by a reference to the map, it will be seen that it commences on the south of the town of Huddersfield, and pursues a south-west direction, winding its course past Slaithwaite, nearly parallel with one of the branches of the River Colne, for the distance of seven miles and a half which river it crosses in three places by appropriate aqueducts, and, by an ascent of 436 feet, distributed among forty-two locks, it arrives, near Marsden, at the summit level, which is higher than that of any other canal in the kingdom, being at an elevation of 656 feet above the level of the sea; the summit level is thence continued for nearly half a mile, when the canal enters that extensive chain of mountains well known to travellers going from Manchester to


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/366

 Huddersfield, (through which it passes under the part designated Pule Hill and Brunn Top, generally called Standedge,) for the distance of five thousand four hundred and fifty-one yards, and emerges therefrom into the vale of Diggle in Saddleworth, continuing to near Wrigley Mill, making the whole summit level four miles; it then glides along the valley, alternately on the north and south sides of the River Tame, past Dobcross, Scout, and Stayley Bridge, to its junction with the Manchester, Ashton-under-Lyne and Oldham Canal, near Duckinfield Bridge, having passed a further distance of eight miles and a quarter, and through a descent of 334½ feet, which is equally divided among thirty-three locks; crossing the River Tame in four different places, and making the whole length of canal nineteen miles and three quarters.

In passing from the summit level to Ashton-under-Lyne, there are two other tunnels; one at Scout, two hundred and four yards long, excavated through a strong sand rock, and the other near its extremity at Ashton, one hundred and ninety-eight yards long, cut through a complete body of fine sand.

The principal tunnel at Standedge, or, as it is generally called, the Marsden Tunnel, is 9 feet wide and 17 feet high; the depth of water through it is 8 feet, leaving 9 feet from the surface of the water to the spring of the arch; there is no towing-path in the tunnel; the boats are therefore haled through by manual labour, which is effected in about one hour and twenty minutes; those at Scout and Ashton have each a towing-path.

There are now four lines of communication between the east and west coasts; first by way of time River Trent, and the Trent and Mersey; second, by way of the Aire and Calder, and the Leeds and Liverpool; third, by the Aire and Calder, Calder and Hebble, the Rochdale, and the Duke of Bridgewater's; and fourth, by the Aire and Calder, Calder and Hebble, that of Sir John Ramsden, the Huddersfield, Ashton-under-Lyne, Rochdale, and the Duke of Bridgewater's; which last line is the shortest by nine miles and three quarters. This canal passes through a very populous and manufacturing district, full of valuable stone, but nearly void of every article for manufacturing purposes; its beneficial effects are therefore very obvious, not only as being the shortest line of communication from Manchester to Hull; but, at the same


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/367

 time, affording the greatest facility to the manufacturers in procuring coal, lime, timber, cotton, wool, dye-wares, iron, &c. and that of exporting their goods in a manufactured state.

Mr. Outram was the engineer who made the original estimate, which amounted to £184,000; but it appears that upwards of £300,000 has been expended. Mr. Clowes, Mr. Nicholas Brown, and other engineers, have also been engaged in prosecuting the works; and although the proprietors have not reaped the fruits of their patriotic undertaking, there is a prospect it will eventually be productive, as the revenue has of late years greatly increased.

HULL, PORT OF.
(SEE KINGSTON-UPON-HULL.) ]

HULL RIVER.
(SEE DRIFFIELD NAVIGATION.)

HUMBER AND OUZE.
23 Henry VIII. Cap. 18, Royal Assent - - - - 1531-2.

THIS article is merely introduced for the purpose of shewing that an act for keeping clear the navigation of these rivers, was passed as above in the reign of Henry VIII. bearing for title, An Act for pulling down and avoiding of Fish-garths, Piles, Stakes, Hecks, and other Engines, set in the River and Water of Ouze and Humber.

HUMBER RIVER.
(SEE LOUTH NAVIGATION.)

HYTHE RIVER.
(SEE [[/Colne River|COLNE RIVER].)

IDLE RIVER.
6 George I Cap. 30, Royal Assent 7th April, 1720.

THAT part of the Idle River which we have to notice, and for rendering which navigable, an act was passed as above, entitled, 'An Act for making the River Idle navigable from East Retford;


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/368

 in the county of Nottingham, to Bawtry Wharf, in the county of York, commences in the River Trent at West Stockwith, at a very short distance from the junction of the Chesterfield Canal with that river, and, pursuing a westerly direction for about ten miles, reaches the wharf in Bawtry by a circuitous course. There is nothing in this navigation worthy of much remark, save the sluice and locks at Misterton, half a mile from the Trent, which were constructed for the purpose of keeping the water of the Trent, in time of floods, out of the low lands through which the Idle passes. As an easy communication between the towns of East Retford and Bawtry, it may be considered an useful undertaking.

INVERNESS AND FORT WILLIAM CANAL.
(SEE CALEDONIAN CANAL.)

ISLE OF DOGS CANAL.
47 George III. Cap. 31, Royal Assent 1st August, 1807.

THIS canal was made by government, the funds being raised under the authority of an act, entitled, '''An Act to authorize the Advancement of further Sums of Money out of the Consolidated Fund, to be applied in completing the Canal across the Isle of Dogs, &c. &c.''' It was then called the City Canal, and, in 1829, was purchased by the West India Dock Company for £120,000. It crosses the Isle of Dogs, entering from Blackwall Reach, just below the communication of the Thames with the West India Docks, and again unites with the Thames at the upper part of Limehouse Reach, being three quarters of a mile long, and having a tide-lock at each end.

The original object in making this canal was to facilitate the passage of vessels round the Isle of Dogs; however, after it was completed, government found that mariners would rarely pass through it, on account of having a small sum to pay for dues. The project therefore failed to answer the original intention.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/369

ITCHIN NAVIGATION.
16 & 17 Char. II. C. - R. A. - - - 1662.

7 Geo. III. C. 87, R. A. 15th Apr. 1767.

35 Geo. III. C. 86, R. A. 2nd June, 1795.

42 Geo. III. C. 111, R. A. 26th June, 1802.

51 Geo. III. C. 202, R. A. 26th June, 1811.

1 Geo. IV. C. 75, R. A. 15th July, 1820.

THE first attempt towards the formation of this navigation was a clause in the general act of the 16th and 17th of King Charles II. wherein Sir Humphrey Bennet, Knight, and others, were authorized to make the Itchin navigable for boats and barges; the goods conveyed by which were declared to be liable to carriage rates not exceeding one half of the expense of conveying the same by land, and they executed the powers entrusted to them; but in lapse of time, by purchase, transfer and other means, the whole property of the navigation became vested in one individual, who of course demanded the rates he thought fit; in consequence of this, the inhabitants of Winchester applied to parliament for an act, whereby, in pursuance of the provisions of the first act, commissioners might be appointed to determine the rates he should in future charge for carriage on this navigation. The Mayor, Recorder, and Aldermen of the city of Winchester, the Dean of the same, the Warden of Winchester College, together with the Justices of the Peace for the county of Southampton, all for the time being, were accordingly appointed commissioners for regulating the rates, under an act bearing for its title, An Act to explain, amend, and render more effectual an Act made in the Sixteenth and Seventeenth Years of King Charles the Second, entitled, An Act for making divers Rivers navigable, or otherwise passable for Boats, Barges, and other Vessels, so far as the same relates to the River Itchin, running from Alresford through Winchester to the Sea, near Southampton, and for better regulating the said Navigation. By this act the extent of the navigation is declared to be from Black Bridge, near the city of Winchester, to Northam, in the parish of St. Mary's, near the town of Southampton; and the commissioners apportioned the rates of carriage on the canal so much to the satisfaction of the parties concerned, that when, on account of making further improvements, and concluding certain agreements with Mr. James D'Arcy and his tenant, Mr.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/370

 Edward Knapp, a third act, which is entitled, An Act to explain, amend, and render more effectual the several Acts of the Sixteenth and Seventeenth of King Charles the Second, and of the Seventh of his present Majesty, relating to the Navigation of the River Itchin, in the county of Southampton, and for improving the Navigation thereof, and for ascertaining the Rates of Carriage, Riverage, and Wharfage payable thereon, was obtained in 1795, these rates were adopted as approved of by the proprietor and the inhabitants of Winchester. By this act also, Mr. D'Arcy engaged to make the river navigable from Woodmill to the Roman Ditch, by widening the same, and also to render the same ditch navigable by diverting the river from its old bed into the Roman Ditch aforesaid; the navigation was also vested in Mr. D'Arcy, and he was authorized to demand the following

TONNAGE RATES.
By this act also the navigation is declared to consist of one hundred and sixty equal shares or parts, any or all of which the said Mr. D'Arcy, his heirs or assigns, may dispose of. Persons purchasing the same are entitled to proportional shares of the rents and profits, deducting annuities and various other incumbrances on the same, which Mr. D'Arcy undertakes to liquidate. By this and the former acts, the proprietors of the river were also appointed sole carriers thereon; but, in the year 1801, when the property fell into the hands of Mr. George Hollis of Winchester, and Mr. Harry Baker of Westminster, these gentlemen consented to relinquish the power thus vested in them; and accordingly a fourth act was obtained in 1802, which is styled, An Act for explaining, amending, and rendering more effectual several Acts of the Sixteenth and Seventeenth of Charles the Second, and of the Seventh and Thirty-fifth of his present Majesty, relating to the Navigation of the River Itchin, in the county of Southampton. By this act the river is declared navigable by all persons; and the wharf at Northam is free to the public for taking in lading or to land the same,


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/371

 and the commissioners therein named, are empowered to direct new wharfs and storehouses, if necessary, to be made at Northam by the said Messrs. Hollis and Baker, their heirs and assigns. For the surrender of their privileges, these gentlemen are empowered to collect the following

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

WHARFAGE RATES.
Additional Charges, after the Space of Ten Days, to be made, with the Consent of the Commissioners, by the said Proprietors.

The owners of boats and vessels navigating on this river are authorized, by this act, to take, in addition to the before-mentioned rates payable to the proprietors, the following

RIVERAGE RATES.
Exclusive of Tonnage, Wharfage, Porterage, Cranage, Weighing, and such like Extra Charges.

And all Packages or Light Articles shall be estimated and paid for, at and after the Rate of Thirty Tons for each Barge Load of Thirty Tons Burthen, and so in Proportion for the Space that such Light Goods shall occupy in the Stowage Room thereof.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/372

The river being made navigable, and the rates settled as above, the undertaking went forward with considerable success till the year 1810, when the two proprietors, in whom the work was now vested, petitioned parliament for an additional rate on coals; an act was accordingly passed in the following year, entitled, An Act for increasing the Rates on Coals conveyed on the River Itchin, in the county of Southampton, and for amending and rendering more effectual the several Acts relating thereto.

By this act the proprietors were empowered to take an additional toll of one halfpenny per chaldron per mile on all coal navigated on the river, over and above their former rates.

In 1820 Mr. Hollis, who had now becosne sole proprietor of the work, obtained a further advance by an act, entitled, An Act for increasing the Rates on Goods and Commodities conveyed on the River Itchin, in the county of Southampton. Under which act the following, over and above all former tolls, are directed to be paid as

TONNAGE RATES.
And so on in Proportion for a greater or less Quantity than a Chaldron or a Ton, and for a longer or shorter Distance than a Mile.

The advantages attendant upon this navigation, which is fourteen miles long, in a northerly direction from the tideway in Southampton Water to Winchester, at a small elevation above the sea, are the facility wherewith Winchester is supplied with deals, coal, timber, &c. and the furnishing Southampton in return with flour, corn, and agricultural produce.

IVEL RIVER.
30 George II. Cap. 62, Royal Assent 17th May, l757.

THE Ivel River, which commences in the River Ouse, or Ouze, at Tempsford, in the county of Bedford, and proceeds for about eleven miles in a southerly direction, to the town of Shefford, in the same county, was made navigable under the powers of an act of the


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/373

 30th George II. entitled, An Act for making the River Ivel, and the Branches thereof, navigable from the River Ouze at Tempsford, in the county of Bedford, to Shottling Mill, otherwise called Burnt Mill, in the parish of Hitchen, in the county of Hertford, and to Black Horse Mill, in the parish of Bygrave, in the said county of Hertford, and to the South and North Bridges in the town of Shefford, in the said county of Bedford. By this act, which is of considerable length, on account of the many clauses respecting privileges of proprietors of estates in the course of the river, a number of commissioners are appointed to execute the work, to make reservoirs, collateral cuts, and other requisite additions which maybe deemed necessary. They have also power to raise money for defraying the expenses incurred, by mortgage of the tolls on all goods navigated on this river; such tolls to be determined by the commissioners according to the money wanted or already disbursed. The powers of this act were put in force soon after it received the royal assent, and the navigation was completed as far as Biggleswade; the money raised being then expended, no further progress was made for some time. In the year 1805, Mr. B. Bevan surveyed the part unexecuted, between Biggleswade and Shefford, and estimated the cost for that part, with five locks, at £5,900. The distance of these two towns from each other is five miles and a quarter, in which there is a rise of 26 feet; and on this part of the line the commissioners charge for all goods a tonnage rate of 1s. 6d. per ton. The surplus of tolls remaining after all costs of repairs, &c. are discharged, is reserved as a sinking fund for the reduction of the debt; and the Biggleswade Branch alone netted, for many years, £400 per annum towards this reduction. The sluices at the lower part of this navigation are furnished with separate upright planks, instead of lock gates usually employed for such purposes.

The purposes for which this river was made navigable, viz, for supplying coals, timber, &c. to the towns of Biggleswade and Shefford, and the various hamlets on the line, and for the exporting of produce, have been fully answered; and, as far as this, the work is of considerable utility.


text:
Page:Rivers, Canals, Railways of Great Britain.djvu/374

IVELCHESTER AND LANGPORT CANAL.
35 George III. Cap. 105, Royal Assent 22nd June, 1795.

THE act for commencing this canal is entitled, An Act for improving and supporting the Navigation of the River Ivel, otherwise Yeo, from the town of Ivelchester to Bicknell Bridge, in the parish of Huish Episcopi, in the county of Somerset; and for making a navigable Cut from thence into a certain Drain called Portlake Rhine, in the parish of Langport, in the same county; and for making the said Drain navigable from thence to the River Parrett, below Great Bow Bridge, in the town of Langport.

The length of this navigation is nearly seven miles from its commencement in the River Parrett, below the town of Langport, to Ivelchester or Ilchester, both in Somersetshire; its direction is nearly due east for the whole distance, with very little elevation throughout. By the act the proprietors are authorized to raise £6,000 in shares of £50 each; and, in case this should not prove sufficient, a further sum of £2,000.

TONNAGE AND WHARFAGE RATES.
And so on in Proportion for a greater or less Distance than a Mile, and for a greater or less Quantity than a Ton.

Fifty Cubic Feet of Round, and Forty Cubic Feet of Square Oak, Ash, Elm, or Beech Timber, and Fifty Cubic Feet of Fir, Deal, Balk, Poplar, or Birch not cut into Scantlings, and Sixty Cubic Feet of Light Goods, to be deemed and rated as One Ton Weight.

The principal object for which this canal was undertaken, was the introducing into the different places on its line, coal and other articles of home consumption, and the return of corn and other agricultural produce.