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

2 by J. Stephen Jeans, Jeans, J. Stephen (James Stephen), 1846-1913

Chapter 140: 3. That the rate of speed made by said boat shall

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Chapters

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

Chapter 140: 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.

19 words

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