Waterways and Water Transport in Different Countries by J. Stephen Jeans

3. That the rate of speed made by said boat shall

not be less than an average of three miles per hour without injury to the canals or their structures.

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Chapter 1 Ch.1
INTRODUCTION AND OUTLINE. Ch.2
3. For domestic water supply. Ch.3
INTRODUCTION AND OUTLINE iii Ch.4
CHAPTER I. Ch.5
CHAPTER II. Ch.6
CHAPTER III. Ch.7
CHAPTER IV. Ch.8
CHAPTER V. Ch.9
CHAPTER VI. Ch.10
CHAPTER VII. Ch.11
CHAPTER VIII. Ch.12
CHAPTER IX. Ch.13
CHAPTER X. Ch.14
CHAPTER XI. Ch.15
CHAPTER XII. Ch.16
CHAPTER XIII. Ch.17
CHAPTER XIV. Ch.18
CHAPTER XV. Ch.19
CHAPTER XVI. Ch.20
CHAPTER XVII. Ch.21
CHAPTER XVIII. Ch.22
CHAPTER XIX. Ch.23
CHAPTER XX. Ch.24
CHAPTER XXI. Ch.25
CHAPTER XXII. Ch.26
CHAPTER XXIII. Ch.27
CHAPTER XXIV. Ch.28
CHAPTER XXV. Ch.29
CHAPTER XXVI. Ch.30
CHAPTER XXVII. Ch.31
CHAPTER XXVIII. Ch.32
CHAPTER XXIX. Ch.33
CHAPTER XXX. Ch.34
CHAPTER XXXI. Ch.35
CHAPTER XXXII. Ch.36
CHAPTER XXXIII. Ch.37
CHAPTER XXXIV. Ch.38
CHAPTER XXXV. Ch.39
CHAPTER I. Ch.40
1. The era of waterways, designed at once to facilitate the transport Ch.41
2. The era of interoceanic canals, which was inaugurated by the Ch.42
3. The era of ship-canals intended to afford to cities and towns remote Ch.43
part 600 ft. above the level of the sea, and has in all 114 locks and Ch.44
CHAPTER II. Ch.45
1. That the freer the admission of the tidal water, the Ch.46
2. That its sectional area and inclination should be made to Ch.47
3. That the downward flow of the upland water should be Ch.48
4. That all abnormal contaminations should be removed from Ch.49
CHAPTER III. Ch.50
1. They admit of any class of goods being carried in the Ch.51
2. The landing or shipment of cargo is not necessarily Ch.52
3. The dead weight to be moved in proportion to the load is Ch.53
4. The capacity for traffic is practically unlimited, Ch.54
5. There is no obligation to maintain enormous or expensive Ch.55
6. There is an almost total absence of risk, and the Ch.56
1. A total absence of unity of management. For example, on Ch.57
2. A want of uniformity of gauge in the locks, as well as in Ch.58
3. With few exceptions they are not capable of being worked Ch.59
5. The many links in the communications in the hands of the Ch.60
CHAPTER IV. Ch.61
CHAPTER V. Ch.62
CHAPTER VI. Ch.63
1. The construction of a National canal, passing right Ch.64
2. The conversion of the existing waterways into a ship Ch.65
3. The construction of a ship canal between the Forth and Ch.66
4. The construction of a canal from the Irish Sea to Ch.67
5. The construction of a ship canal between the Mersey and Ch.68
6. A canal to connect the city and district of Birmingham, Ch.69
8. The improvement of the Wiltshire and Berkshire canal, so Ch.70
1. By a ship canal, that would enable vessels of 200 tons at Ch.71
2. By a canal that would enable canal boats to navigate the Ch.72
3. By the construction of an improved canal, between the Ch.73
CHAPTER VII. Ch.74
1886. The works, including land, cost 74,000_l._, or 15,206_l._ per Ch.75
CHAPTER VIII. Ch.76
1745. This canal joined the Havel with the Elbe at Parcy. It is about Ch.77
CHAPTER IX. Ch.78
CHAPTER X. Ch.79
1. _The Voorne Canal_ running from Helvoetsluis through the island of Ch.80
2. _The Niewe-waterweg_, or direct entrance from the North Sea to Ch.81
1. _The Walcheren Canal_, about seven miles long, from the new port of Ch.82
2. _The South Beveland Canal_, from the West Schelde at Hansweert Ch.83
1. _The Afwaterings Kanaal_, from the Noordervaart and the Neeritter, Ch.84
2. _The canalised river Ijssel_, from the river Lek, opposite to Ch.85
3. _The Keulsche Vaart_, from Vreeswijk, on the river Lek, _viâ_ Ch.86
4. _The Meppelerdiep_, Zwaartsluis to Meppel, for vessels of length, Ch.87
5. _The Drentsche, Hoofdvaart, and Kolonievaart_, from Meppel to Assen, Ch.88
6. _The Willemsvaart_, from the town canal at Zwolle to the Ch.89
7. _The Apeldoorn Canal_, from the Ijssel at the _sluis_ near Ch.90
8. _The Noordervaart_, between the Zuid Willemsvaart at _sluis_ No. Ch.91
9. _The Dokkum Canal_, from Dokkum (in Friesland) to Stroobos, and Ch.92
CHAPTER XI. Ch.93
1000. The total fall is 21·73. Besides the works just described, 480 of Ch.94
CHAPTER XII. Ch.95
CHAPTER XIII. Ch.96
CHAPTER XIV. Ch.97
CHAPTER XV. Ch.98
1880. There were in the latter year 73 boats on the canal, averaging Ch.99
CHAPTER XVI. Ch.100
1. That one uniform size of locks and canals be adopted throughout the Ch.101
2. That the locks on the proposed Bay Verte Canal be made 270 feet long Ch.102
3. That the locks on the Ottawa system be made 200 feet long and 45 Ch.103
4. And that the locks in the Richelieu river be made 200 feet long and Ch.104
CHAPTER XVII. Ch.105
CHAPTER XVIII. Ch.106
CHAPTER XIX. Ch.107
CHAPTER XX. Ch.108
1880. In 1885, the gross tonnage was close on nine millions, and the Ch.109
1. A maritime canal from sea to sea, with a northern port on Ch.110
2. A fresh-water canal from Cairo to Lake Timsah, with Ch.111
1. The lands necessary for the company’s buildings, offices, Ch.112
2. The lands, not private property, brought under Ch.113
3. The right to charge landowners for the use of the water Ch.114
4. All mines found on the company’s lands, and the right to Ch.115
5. Freedom from duties on its imports. Ch.116
CHAPTER XXI. Ch.117
CHAPTER XXII. Ch.118
CHAPTER XXIII. Ch.119
35. The Panama Canal, again, although approximately about the same Ch.120
1765. The aqueduct and the neighbouring viaduct (shown in the old Ch.121
CHAPTER XXIV. Ch.122
1. That part of the canal situated in the plains to be Ch.123
2. At the same time as the above-mentioned work was Ch.124
3. Towards the end of the year 1883 several large Ch.125
1888. The geological strata to be passed through in excavation does Ch.126
CHAPTER XXV. Ch.127
CHAPTER XXVI. Ch.128
introduction of such waterways.[228] They were upheld and protected by Ch.129
CHAPTER XXVII. Ch.130
CHAPTER XXVIII. Ch.131
CHAPTER XXIX. Ch.132
CHAPTER XXX. Ch.133
CHAPTER XXXI. Ch.134
CHAPTER XXXII. Ch.135
CHAPTER XXXIII. Ch.136
CHAPTER XXXIV. Ch.137
1. The invention or devices to be tested and tried Ch.138
2. That the boat shall, in addition to the weight Ch.139
3. That the rate of speed made by said boat shall Ch.140
4. That the boat can be readily stopped or backed Ch.141
5. That the simplicity, economy, and durability Ch.142
6. That the invention, device, or improvement can Ch.143
CHAPTER XXXV. Ch.144
1. The whole system of ‘inland navigation’ would be Ch.145
2. All chances of monopoly and trade restriction by Ch.146
3. Government security would ensure capital being raised Ch.147
4. By adopting a ‘sinking fund,’ these navigations might Ch.148
5. Would facilitate uniformity of classification, toll, Ch.149
6. The question of railway-owned canals would thus be Ch.150
7. Also the difficulty of floods would be removed as Ch.151
8. The above advantages, whilst affording unbounded Ch.152
1. Public opinion is not yet ripened to enable such a Ch.153
2. To successfully compete with railways (who have now Ch.154
3. If the Government did not undertake the carrying, Ch.155
4. The patronage being placed in the hands of Ch.156
5. For the good canals a very high price would have to Ch.157
6. In justice to the railways, the Government could Ch.158
7. The present enormous capital of railways, Ch.159
1462. River Ouse (Yorkshire) Navigation. Ch.160
1572. Exeter Canal ” Ch.161
1699. River Trent Navigation Ch.162
1796. Salisbury and Southampton Canal. Ch.163
1852. Droitwich Junction Canal. Ch.164