Waterways and Water Transport in Different Countries by J. Stephen Jeans
3. By the construction of an improved canal, between the
431 words | Chapter 73
Midlands and London.
Each of these routes has been canvassed and considered over the last
few years; and it is probable that some really effectual steps will
be taken before long, in order to realise the long cherished and
most desirable end of giving Birmingham a satisfactory outlet to the
sea. The people of the Midlands have really been more active in this
direction than those of any other locality. But they have apparently
sought too much from the State and trusted too little to themselves.
The Birmingham Town Council, in 1888, appointed a committee, with
instructions either to get clauses introduced into the Railway Rates
Bill, then under consideration, or to introduce a separate measure with
a view to the formation of Canal Trusts, &c. In May of 1889, again, the
Midlands sent a deputation to the Board of Trade, in order to urge upon
that department, the desirability of improving the canal communication,
between the Midlands and the sea. Besides this, the traders and
manufacturers of Birmingham, have met and passed resolutions, calling
upon the Government to inquire into the canal system without delay,
with a view to its acquisition by the State. More real good would be
done if the money were subscribed, to open up a first class waterway
to the sea, as has been done, with so much spirit, by the people of
Lancashire. Whether this waterway should connect with London, with
Bristol, or with the Mersey, or whether it would be worth while to
incur the expenditure required to connect all three, is a matter that
would have to be very carefully considered.
As regards the proposal to provide an improved canal, between London
and Birmingham, it is suggested that it should have a minimum top width
of 45 feet, and a depth of 8 feet. The number of locks proposed is 90
instead of 154, but by adopting a partially new route, so as to avoid
the depression in crossing the valley of the Avon, at Warwick, the
number may be reduced to 75. The time of transit between Birmingham
and London would thereby be shortened by 12 hours, and it is estimated
that the additional facilities afforded for the passage of steam-tugged
trains of boats, would enable the cost of haulage to be reduced nearly
one-half. The carrying capacity of the improved canal has been put at
two millions of tons annually, and the cost of the improvements at
a million and a quarter. A committee of traders in the Midlands has
recently had this project under consideration.
FOOTNOTES:
[59] Report, Q. 251.
Chapters
1. Chapter 1
2. INTRODUCTION AND OUTLINE.
3. 3. For domestic water supply.
4. INTRODUCTION AND OUTLINE iii
5. CHAPTER I.
6. CHAPTER II.
7. CHAPTER III.
8. CHAPTER IV.
9. CHAPTER V.
10. CHAPTER VI.
11. CHAPTER VII.
12. CHAPTER VIII.
13. CHAPTER IX.
14. CHAPTER X.
15. CHAPTER XI.
16. CHAPTER XII.
17. CHAPTER XIII.
18. CHAPTER XIV.
19. CHAPTER XV.
20. CHAPTER XVI.
21. CHAPTER XVII.
22. CHAPTER XVIII.
23. CHAPTER XIX.
24. CHAPTER XX.
25. CHAPTER XXI.
26. CHAPTER XXII.
27. CHAPTER XXIII.
28. CHAPTER XXIV.
29. CHAPTER XXV.
30. CHAPTER XXVI.
31. CHAPTER XXVII.
32. CHAPTER XXVIII.
33. CHAPTER XXIX.
34. CHAPTER XXX.
35. CHAPTER XXXI.
36. CHAPTER XXXII.
37. CHAPTER XXXIII.
38. CHAPTER XXXIV.
39. CHAPTER XXXV.
40. CHAPTER I.
41. 1. The era of waterways, designed at once to facilitate the transport
42. 2. The era of interoceanic canals, which was inaugurated by the
43. 3. The era of ship-canals intended to afford to cities and towns remote
44. part 600 ft. above the level of the sea, and has in all 114 locks and
45. CHAPTER II.
46. 1. That the freer the admission of the tidal water, the
47. 2. That its sectional area and inclination should be made to
48. 3. That the downward flow of the upland water should be
49. 4. That all abnormal contaminations should be removed from
50. CHAPTER III.
51. 1. They admit of any class of goods being carried in the
52. 2. The landing or shipment of cargo is not necessarily
53. 3. The dead weight to be moved in proportion to the load is
54. 4. The capacity for traffic is practically unlimited,
55. 5. There is no obligation to maintain enormous or expensive
56. 6. There is an almost total absence of risk, and the
57. 1. A total absence of unity of management. For example, on
58. 2. A want of uniformity of gauge in the locks, as well as in
59. 3. With few exceptions they are not capable of being worked
60. 5. The many links in the communications in the hands of the
61. CHAPTER IV.
62. CHAPTER V.
63. CHAPTER VI.
64. 1. The construction of a National canal, passing right
65. 2. The conversion of the existing waterways into a ship
66. 3. The construction of a ship canal between the Forth and
67. 4. The construction of a canal from the Irish Sea to
68. 5. The construction of a ship canal between the Mersey and
69. 6. A canal to connect the city and district of Birmingham,
70. 8. The improvement of the Wiltshire and Berkshire canal, so
71. 1. By a ship canal, that would enable vessels of 200 tons at
72. 2. By a canal that would enable canal boats to navigate the
73. 3. By the construction of an improved canal, between the
74. CHAPTER VII.
75. 1886. The works, including land, cost 74,000_l._, or 15,206_l._ per
76. CHAPTER VIII.
77. 1745. This canal joined the Havel with the Elbe at Parcy. It is about
78. CHAPTER IX.
79. CHAPTER X.
80. 1. _The Voorne Canal_ running from Helvoetsluis through the island of
81. 2. _The Niewe-waterweg_, or direct entrance from the North Sea to
82. 1. _The Walcheren Canal_, about seven miles long, from the new port of
83. 2. _The South Beveland Canal_, from the West Schelde at Hansweert
84. 1. _The Afwaterings Kanaal_, from the Noordervaart and the Neeritter,
85. 2. _The canalised river Ijssel_, from the river Lek, opposite to
86. 3. _The Keulsche Vaart_, from Vreeswijk, on the river Lek, _viâ_
87. 4. _The Meppelerdiep_, Zwaartsluis to Meppel, for vessels of length,
88. 5. _The Drentsche, Hoofdvaart, and Kolonievaart_, from Meppel to Assen,
89. 6. _The Willemsvaart_, from the town canal at Zwolle to the
90. 7. _The Apeldoorn Canal_, from the Ijssel at the _sluis_ near
91. 8. _The Noordervaart_, between the Zuid Willemsvaart at _sluis_ No.
92. 9. _The Dokkum Canal_, from Dokkum (in Friesland) to Stroobos, and
93. CHAPTER XI.
94. 1000. The total fall is 21·73. Besides the works just described, 480 of
95. CHAPTER XII.
96. CHAPTER XIII.
97. CHAPTER XIV.
98. CHAPTER XV.
99. 1880. There were in the latter year 73 boats on the canal, averaging
100. CHAPTER XVI.
101. 1. That one uniform size of locks and canals be adopted throughout the
102. 2. That the locks on the proposed Bay Verte Canal be made 270 feet long
103. 3. That the locks on the Ottawa system be made 200 feet long and 45
104. 4. And that the locks in the Richelieu river be made 200 feet long and
105. CHAPTER XVII.
106. CHAPTER XVIII.
107. CHAPTER XIX.
108. CHAPTER XX.
109. 1880. In 1885, the gross tonnage was close on nine millions, and the
110. 1. A maritime canal from sea to sea, with a northern port on
111. 2. A fresh-water canal from Cairo to Lake Timsah, with
112. 1. The lands necessary for the company’s buildings, offices,
113. 2. The lands, not private property, brought under
114. 3. The right to charge landowners for the use of the water
115. 4. All mines found on the company’s lands, and the right to
116. 5. Freedom from duties on its imports.
117. CHAPTER XXI.
118. CHAPTER XXII.
119. CHAPTER XXIII.
120. 35. The Panama Canal, again, although approximately about the same
121. 1765. The aqueduct and the neighbouring viaduct (shown in the old
122. CHAPTER XXIV.
123. 1. That part of the canal situated in the plains to be
124. 2. At the same time as the above-mentioned work was
125. 3. Towards the end of the year 1883 several large
126. 1888. The geological strata to be passed through in excavation does
127. CHAPTER XXV.
128. CHAPTER XXVI.
129. introduction of such waterways.[228] They were upheld and protected by
130. CHAPTER XXVII.
131. CHAPTER XXVIII.
132. CHAPTER XXIX.
133. CHAPTER XXX.
134. CHAPTER XXXI.
135. CHAPTER XXXII.
136. CHAPTER XXXIII.
137. CHAPTER XXXIV.
138. 1. The invention or devices to be tested and tried
139. 2. That the boat shall, in addition to the weight
140. 3. That the rate of speed made by said boat shall
141. 4. That the boat can be readily stopped or backed
142. 5. That the simplicity, economy, and durability
143. 6. That the invention, device, or improvement can
144. CHAPTER XXXV.
145. 1. The whole system of ‘inland navigation’ would be
146. 2. All chances of monopoly and trade restriction by
147. 3. Government security would ensure capital being raised
148. 4. By adopting a ‘sinking fund,’ these navigations might
149. 5. Would facilitate uniformity of classification, toll,
150. 6. The question of railway-owned canals would thus be
151. 7. Also the difficulty of floods would be removed as
152. 8. The above advantages, whilst affording unbounded
153. 1. Public opinion is not yet ripened to enable such a
154. 2. To successfully compete with railways (who have now
155. 3. If the Government did not undertake the carrying,
156. 4. The patronage being placed in the hands of
157. 5. For the good canals a very high price would have to
158. 6. In justice to the railways, the Government could
159. 7. The present enormous capital of railways,
160. 1462. River Ouse (Yorkshire) Navigation.
161. 1572. Exeter Canal ”
162. 1699. River Trent Navigation
163. 1796. Salisbury and Southampton Canal.
164. 1852. Droitwich Junction Canal.
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