ĻĻĽĮRĘ[E ∞ √≠ ≤ ≥ < > ≡ ≈ ≠ ≤ ∞ √≠ ≤ ≥ < > • • • • • • • • • • • • • • • • • • • • •■ ■ ■ ■ ■ ■\SOEſºſ，ŒŒ№ Niſſaestſ：ſf›!!!!！ §§ \!;×ſl §IIITITITUTIILITIIIHIT EQ-ae-ze = <= ea e ==e-seases as as essee…e. a sºle -- - - - - - - - - - - - - - - - - - - - - - - - sº ºſ Cº. º º ſº º ， ººk ſimț ſiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiſſſſſſſſííñiñiñĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪĪİ № Flintºmºllutiºn Tºluttelliºniſtrinºlºlillºtilliºlumnutſtrºnºlulºſiºn ſae R. E. P. O. R T S OF THE LATE JOHN SM EATON, F.R.S. VOL. II. R EP O R T S JOHN SMEATON, F.R.S. MADE ON VARIOUS OCCASIONS, IN THE COURSE OF HIS EMPLOYMENT AS A CIVIL ENG IN E E R. IN THREE VOLUMES. VOL. II. L ON DO N : PRINTED For LONGMAN, HURST, REEs, oftME, AND BRowN, PATERNOSTER-ROW. 1812. CONTENTS. LoNDon BRIDGE, Pagé, REPORT of J. Smeaton; upon the queſtions propoſed to him by the committee for tº improving, widening, and enlarging London bridge, sº & Cº , 1 Report of John Smeaton, engineer, concerning the ſtate of the great arch of London bridge, tº g gº tº - sº - - * 18 Letter to the Right Honorable the Lord Mayor, Aldermen, and Commons in common - council aſſembled, • &º gº fºLºs - •º " 2.2% Inſtrućtions for Mr. Nichol, to proceed with the water wheel and ſpur wheels for the great engine, to be erected under the fifth arch of London bridge, ... sers. " a * 27: Letter to the committee of London bridge water-works reſpecting their fire engine, 293 \ . ForTH AND CLYDE. Report of John Smeaton, engineer, and F. R. S. concerning the pračticability and ex- penſe of joining the rivers Forth and Clyde by a navigable canal, and thereby to join the eaſt ſea and the weſt, - - - ſº • & 31 Comparative eſtimate between a canal from Forth to Clyde for veſſels of forty tons, and for thoſe propoſed in the contračted ſcheme, º fº º “ tº T 54." Queries propoſed by the Right Honorable Lord Cathcart, sº a T * * sº " 56 Anſwer to the ſaid Queries by J. Smeaton, tº e gº gº. " sº 58. Minutes concerning the Forth and Clyde, - - tºº. * * 66, Fſtimate of the probable expenſe of executing a canal from Carron ſhore to Barns of Clyde for veſſels drawing eight feet water, c. * ~ - ſº 7o Inſtructions to Mr. Mackell, relative to the propoſed canal from Forth to Clyde, * > * 71. Second report of J. Smeaton, engineer, &c. on the pračticability and expenſe of a canal. from the Forth to the Clyde, for veſſels of a greater burthen and draft of water than thoſe which formed the ſubječt of the firſt report, - cº sº fºr " 73, Eſtimates, - – = ſº - - '- a. * 90 Review of ſeveral matters relative to the Forth and Clyde navigation, with obſervations on the Reports of Meſſrs, Brindley, Yeoman, and Golburne, by John Smeaton, en- f * + 2* . . . . . gineer, &c, - * : * = e - c. - º rº, “ 98 Comparative- “... - - | r * : *...* * - , * *:::: , , - º:#: - & sº ‘.3.6 - º, vi. • CONTENTS. º, ºš - - . - Page. Comparative view of the expenſes upon the work of the Forth and Clyde canal, as per general account, down to Chriſtmas 1771, with the original eſtimate, - I 2G9 A plan or model for carrying on the mechanical part of the works of the canal from Forth to Clyde, by J. Smeaton, - dº - tº - -ºr I 22, CALDER AND AIR.E. , º ‘Report of J. Smeaton, engineer, concerning the ſtate of the Calder navigation, from a view thereof taken the 25th and 26th of November, 1767, - & - I25 Report of J. Smeaton, upon the means of improving the navigation of the rivers Aire and Calder from the free and open tide's way to the towns of Leeds and Wakefield reſpe&tively, ſº- tº * . º tº º tº a - I31 Report of J. Smeaton, upon a view of the Calder navigation the 25th and 26th February, - 1779, in company with Meſſrs. Royde, &c. - º ~ tº I4.I Report of J. Smeaton, upon the drainage of certain lands lying on the river Aire, 146 RIvER AIRE CANAL. Report of J. Smeaton, upon the plan and proječtion of a canal on the north ſide of the river Aire from Haddleſey to Brier Lane end, as laid down by Mr. Jeſſop, = I 5.1 LEA NAVIGATION. Reſolution of the Truſtees of the river Lea navigation, 16th J uly, 1766, Cº. I54. Report of J. Smeaton upon the new making and completing the navigation of the river Lea, from the Thames to Hertford, - ... ſº - • I55 NEW RIVER Works. Report of J. Smeaton, upon the improvements making by the New River Company near ware in the county of Hertford, Jºe º - tº º ſº 164: Letter to the Truſtees of the River Lea, ſº fº - in 168 RIVER URE NAVIGATION, &c. Report of J. Smeaton, upon a view of the works upon the river Ure, 27th April, 1770, I72 Report of J. Smeaton, concerning the repairs of the navigation dam at Weſtwick Wath, upon the river Ure, - * > - fººts º * gº 176, View of the works of the navigation of the river Ure, May 14th, 1771, by J. Smeaton, I79 Report of J. Smeaton, upon the ſtate of the navigation of the river Ure from Ripon to . Boroughbridge lock. g iº tº - 4 º' - - * * tº __e 182 * Hewick * . . . '• *wº e *** **… ~ * * '' -25.” ... *s. º CONTENTS. & Vll . . . - . . . g . HEwick BRIDGE: . . . • , - -- : - Page. Report of J. Smeaton and John Gott, engineers, reſpecting Hewick bridge, . 185 BIRMINGHAM NAVIGATION. •º Queries by Mr. Colemore, with Mr. Smeaton's anſwers, concerning the Birmingham canal, 189: Report of J. Smeaton, upon ſeveral matters referred to his inſpection and opinion by the committee of the Birminghai"canal, sº - - - 194; BUDE HAVEN CANAE. Report of J. Smeaton, upon the pračticability of a canal propoſed from Bude harbour to the river Tamar, at Calſtock, in the county of Cornwall, * Eº - 2 I 3. - KINGSTON AND EWELL CANAL. & - Report of J. Smeaton, concerning the effect which the execution of a canal from the River Thames, at or near Kingſton to Ewell, in the county of Surry, will have upon the ſeveral mills upon the contiguous ſtream, tº . tº . sº- - 239: River. TYNE CANAL. Report of J. Smeaton, on the pračticability and probable expenſe of extending the naviga- tion of the river Tyne by a canal on the ſouth ſide of the river from Stella, by Ryton, towards the grounds oppoſite Wylam, - gº - º Jºº- * 238; KANQUARRY CANAL... Report of J. Smeaton, upon the pračticability and utility of making a navigable canal from Kanquarry to or near the New Bridge over the river Plym, in the county of Devon, 240. KNoTTINGLY NAVIGATION. Report of J. Smeaton, upon the ſituation proper to be adopted for a new lock at Knot- tingly, * we . . * = * - - , , , -- 242. * : - . Sow ERBY, tº Wº: * *.*. "CoNTENTS. Sow ER BY BRIDGE CANAL. º opinion of J. Smeaton, reſpeding the beſt way of ſupplying the Sowerby bridge cut with water from Holling's mill, - ... we º * > - A. DUBLIN GRAND CANAL. Queries from the Company of Undertakers of the Grand Canal, ordered to be laid before J. Smeaton, Eſq., engineer, and F. R. S. * - º; - gº Report of J. Smeaton, upon his view of the country through which the Grand Canal in Ireland is propoſed to paſs, and in anſwer to ſeveral matters contained in the queries of the Company of Undertakers of the Grand Canal, as agreed upon Auguſt 3d, 1773, Further report on the preceding matters, ...as - ... tº agº Ty RoNE CAN AI. Opinion of J. Smeaton on Mr. Jeſſop's report on the Tyrone canal, º tº >, North LEVEL FENs. Report of J. Smeaton, concerning the drainage of the North level of the fens, and the out-fall of the Wiſbeach river, , is * - ust . ſº HATFIELD CHASE LEvel. Report of J. Smeaton, upon the means of improving the drainage of the level of Hat- field Chaſe, * E is us Jº º • tº tºº KNIGHTSBRIDGE DRAIN. Report of J. Smeaton, on the expediency of carrying the outlet of the drain from Knights- bridge to Chelſea, into the Brook at the Cheſhire Checſe, Chelſea, - , sº CARLISLE QUERIES. Carliſle queries, with the anſwers, - - tºº * a tº tº 'THANKS EMBANKMENT. The report of J. Smeaton, engineer, upon the pračticability and expenſe of embanking a . track of mud lying in the bay before the houſe of the Honorable Captain Graves, at Thanks, on the river Tamar, in Cornwall, gº wº wº º Page. 244 247 252 262 278 280 299 316 319 323 CoqueTT . . .25*.* CONTENTS, CoQUETT DAM. Explanation of the deſign for a dam for the iron works, upon the river Coquett, cº LUMLEY CASTLE. Fiſhing dam at Lumley Caſtle, sº - & - - & KINN AIRD ENGINE. The report of J. Smeaton, engineer, upon the powers and improvement of the engine at Kinnaird, &c. - tº tº - ~. ſºm º York WATER-WoRks ENGINE. Direétions for working the engine at the York water-works, ſº ims Letter to the proprietors of the York water-works, gº tºs ſº LUM LEY Cor. LIERY ENGINE. Dimenſions proper for a fire engine for raiſing water at the New Winning of Great and Little Lumley Colliery, &c. tº - tº a & sººn - CHASE WATER ENGINE. Calculation of the effects to be expected from Chaſe Water Engine, and compariſon with the former two engines upon the ſame mine, º tº- , - sº Additional remarks on particular parts of the engine for Chaſe Water, º ſº e CRoNSTADT ENGINE. Dire&tions to be obſerved in adjuſting the engine for Cronſtadt to its work, s GATES HEAD PARK ENGINE. Deſcription of the method of ſupplying the boilers of a Fire Engine with ſoft water, RAv ENSBURN ENGINE. Explanation of the plan and elevation for the Ravenſburn engine, - tº 333 334 342. 343 346 347 350 360 362 367 SEACR oft -- & . . . " ~" - ... . ." ****** - ºl. º. . . . ... ‘. …; x - " CONTENTS. SEAcRoPT CokE FURN ACE. Page. The Report of John Smeaton, engineer, concerning the powers neceſſary for working a a coke furnace at Seacroft, º tººl tº - - 373. CoAL ENGINE. \- Comparative eſtimate of drawing coals by horſes, or by a coal engine worked by water ſupplied by a fire engine, tº- * Eºr- sº © . . 375. MR. WESTGARTH's ENGINE. The repreſentation of John Smeaton, engineer, concerning the Hydraulic Engine, in- vented by Mr. William Weſtgarth, of Coal Cleugh, in the county of Northumberland, for raiſing water by water, - • sº tºº - 376, - CoRN MILL. Corn mill, to be worked by a fire engine, - * tº . º “ 378; Gosport WATER-Works, &c. The Report of John Smeaton, engineer, upon the ſtate and diſtribution of the WaterS at the brewery at Weevill, near Goſport, * , tº - 381: General deſcription of the horſe engine, propoſed to be erected upon the new well, at His Majeſty's brewery works at Weevill, near Goſport, U- º - 386. Deſcription of the deſign for a ſtone beer vat for His Majeſty's brewhouſe at Weevill, - 392. - CHIMNEY WINDMILL. Explanation of the deſigns for Chimney Windmill, ſº ſº tºº 396 OIL MILL, AT HULL. Explanation of the deſign for an oil mill, for Mr. Mayſon Wright, to be worked by water raiſed by a fire engine, at Hull, by J. Smeaton, tº . tº- gºes 398 LEAD HILLs. WoRks. The Report of John Smeaton, engineer, upon the ſtate of the powers employed, and ca- pable of being employed at the Suſannah Vien, at Lead, Hills, for unwatering the low workings thereof, ſº sº gº- ſº gº ... as 4O2 - t Mill CONTENTS. xi MILL For GRIND ston Es. Remarks concerning the mill for turning grindſtones, and grinding blacking, ſº BockING FULLING Mr LL. Direáions for converting the larger water wheel of Mr. Nottidge's fulling mill at Bocking, ſo as to drive two ſtocks by geer, dºm. wº - g- º FLINT MILL AT LEEDs. Directions for weathering the ſails of the Flint Mill at Leeds, - •'s º PUDDING MILL. The report of John Smeaton, engineer, upon the powers of the Pudding Mill, in the pariſh of St. George, in Surry, near Blackfriars Bridge, for raiſing water for the ſervice of the neighbouring parts of the town, and other purpoſes, º * - DALRY MILLS. Report of John Smeaton, engineer, upon the memorandum of Mr. John Ruſſell, of the 16th July, 1771, concerning his mills, called the Dalry Mills, near to and weſt of Edinburgh, e - ſº - • * • * dº tº KILNHURST For GE. Kilnhurſt forge hammer mill, - cº &e º - lº THORN To N WATER WHEEL. Explanation of the deſign for the water wheel for the upper paper mill at Thornton, WINLATON BLADE MILL, tº e - a º * > ſº SIR L. PILKINGton's Flour MILL, - • gº º ſº Page. 4. I2. 413 4 I5 416 4 IQ 424 426 428 430 LoRD IRw1N's WATER ENGINE. Explanation of the deſigns for a water engine erected for Lord Irwin, at Temple News- “ham, in 1770, * -o ſº ſº gº a ºn ſº pº Long BENTON ENGINE, tº º & º • Es º $ __ List of Mills executed by Mr. Smeaton, from a paper in his own hand writing, tº 431 435 439 * * * : ·4·7，7 ± 4， zººaez， |-TI |-„ºży ºkºøºoſà،ae،øóż«øroſz ººrºzø/roſłaerdaer،ø67ººø4ºſºøºoſºoſº （F7），•7Z 5 FT ZI J. 87 ºſ Æſ D ‘T Auxuſ/ 7 ºmruow F77 ſhº, º GÐ GETRÆ™I NUO GINIO'I „HOS-5) NITRIGIJOS GEDHJ, JHO NÝTIRI |））' ， '~~~）; —r.） ------¬ ） ----¬ y ， ! |stadº， ·ºſ- ºffiņayº 2ų， „o paeoto'ººpºſ ſuae mae famºu ato7 4topq anae aeo'ſ XWAA YHCHULWAMA GIGIS ORIO?HAI CHIHNI, JIO NOINLOĢIS --~~~~ -- - _2^， ^■I （~~） Q SS og 6/ raer figud; ſv aeu ao7 vºnz， wówy------------------------ 7 | & | & | † , º į 9 | Z | g oror; o'9 ; 9'or; oºr Cſ oraz ; oºr -N4------------ & '9fraeſ!oºrt9'ºr º'zto ·orðr 9’or o.9:groor ott org ------sºpſz fázadº po zanzu yô，7，7 %98------------------722.7 698--------| ·'7':fff! 7* *| ·‘ HORÐV JLWGÐIÐ GIHĽ JO £) NINGRIO GIHAL ȘIGILIĘ.yQTHO）{{{I SVAA ILI SVT'GÐ CITRIĶĪ NO GINOT JEW KWAA. XIQI, IVAA QIEȚELJIONOILOĢIS zºon (Izraeſ/91 R E PO R T S, &c. LONDON BRIDGE. . . ~ The REPORT of John SMEATon, upon the QUESTIONS proposed to him by the Committee for improving, widening, and enlarging London Bridge. Queſtion Iſt. IN what degree, at a monthly average, is the natural power of the water, and effect thereof, upon the wheels of London Bridge water- works diminiſhed, by removal of the pier, and opening of the great arch Anſwer.—By calculation it appears, that the natural power of the water, as the cir- cumſtances of the great arch were in the beginning of February, 1763, was diminiſhed at the monthly average as 2000 to 1277 ; and that the effect thereof upon the wheels, as appears by the company’s regiſter, for above ſix years paſt, was diminiſhed in propor- tion of 2000 to 1300. The proceſs of which inveſtigation is hereto annexed. - Queſtion 2d.—What are the methods, whereby the effect of theſe works may be re- ſtored to the ſame-guantity, with reſpect to raiſing water, as ſubſiſted before the open- ing of the great arch 2 Anſwer.—The methods that can be put in pračtice, for reſtoring the effect of the works, are reducible to two, viz: by improving and enlarging the preſent works, or I 2 J by penning up the ſame head of water as before the alteration. With reſpect to the pre- ſent wheels, though they are all capable of improvement, yet they cannot all be improved in the ſame degree in which they are now deficient, nor can they be ſo much improved taken colleótively; it will, therefore, be neceſſary, not only to improve ſome of the preſent wheels, but to add a new one ; but as the old wheels cannot be much improved without rebuilding, and one new one cannot be depended upon to make good the defi- ciency, without rebuilding ſome of the old ones; as the power, while acting, muſt be increaſed, in order to do the ſame buſineſs in a leſs time, and as the preſent mains are but barely adequate to the preſent wheels, (which appears from their refuſing a part of the water thrown up by the engines during the aëtion of the ſtrong ſpring tide, as has happened during my examination of the works), it follows, that the addition of wheels will require an addition of mains, which, upon the whole, will create a great expenſe, and of a very complex nature. On the other hand, the very ſame expedient that will be neceſſary for ſecuring the great arch, will alſo contribute conſiderably towards the relief of the water-works ; I, therefore, think it more eligible for the committee not to engage in building or improving the water-works, but to proceed to ſuch method as will reſtore the head of water; which may be done, as I conceive, at a leſs expenſe, and not only without prejudice to the navigation, but in ſome reſpects be an aid thereto, and that is by raiſing the bed of the great lock, and ſome others, that are unneceſſarily deep, and by ſtopping the water-way below the ſtarling of two others, which appear to be of little or no uſe or conſequence to navigation. Queſtion 3d.—If by ſtopping up arches, or raiſing the bed of the river under the arches, which arches will be beſt to be ſtopped up, or the beds under them raiſed; and what will be the expenſe thereof; Anſwer.—The addition of water-way is altogether made under the great arch ; and if the redućtion were to take place there alone, it would totally defeat the purpoſes of the committee in doing ſervice to the navigation, by the opening thereof; it is there- fore I propoſe to do only a part here, ſuch as is conſiſtent with thoſe views, and the reſt under ſuch other arches as will admit thereof without prejudice. . For the particular manner of executing this ſcheme, I muſt refer to a drawing (ſee plate I.), containing two ſeótions of the water-way under London Bridge, the firſt figure ſhewing the water-way as it was before the alteration; and afterwards, as it was at the beginning of February, 1763 : figure 2d ſhews the water-way as it is intended to be after the alteration now propoſed. The I 3 ] The abſtraćt of the firſt ſedion, figure I. is as follows: Feet, superficial. The area of the water-way below the starlings, before the alteration, was tº J º ºs Q073 The increase of water-way by remowing the solid under the great arch, and by the sub- sequent increase of depth, º - gº tºº wº tº a tº 861 The diminution of water-way by stopping up the two locks next the south shore, tº 154 The difference is the increase of water-way, tº tº & ę tº º sº 707 sº wº 2780 The sum is the water-way after the alteration, the beginning of February, 1763, It therefore appears, that in order to reſtore the water-way, and of conſequence the water-works, to what they were before the alteration of the great arch, the area of the water-way below the ſtarlings, ſuch as it was the beginning of February, 1763, muſt be reduced by 707 ſuperficial feet; and in order to do this without prejudice to the navigation, I would propoſe 1ſt, to raiſe the bed of the river under the great arch, ſo as to be eleven feet at its higheſt part under the top of the ſtarlings, in which caſe it will have the ſame depth of water as the draw lock, which was accounted the moſt uſeful for large craft before the alteration; and which, as well as the great lock when the water-way is reſtored, will never have a leſs depth of water, than five feet at low Water, 2dly. By advancing the ſtarlings into the great lock, ſo as to double the fence, as propoſed to the committee by Mr. PHILLIPs, a further redućtion will be effected, and this being done three feet on each ſide, will ſtill leave a water-way under the great arch in breadth fifty-two feet, which will be very ſufficient for the craft. 3dly. I find there are four locks, whoſe depths exceed that of the draw lock, all of * which are, on account of their widths, unfit for the paſſage of the larger craft. I there- fore propoſe to raiſe the beds of thoſe locks one foot higher than the level of the draw lock and the great lock. St. Mary's lock was juſtly accounted the beſt for large craft before the alteration, being the wideſt (viz. nineteen feet in the clear) and one of the deepeſt, viz. fifteen feet below the ſtarling, that is four feet deeper than the draw lock; this depth of fifteen feet I apprehend to be totally unneceſſary, and rather tending towards the inſecurity of the bridge; but as the preſerving one lock deeper than the reſt, may poſſibly on ſome occaſion be uſeful, I propoſe raiſing the bed of St. Mary’s only two feet, in which caſe it will be thirteen feet below the ſtarlings, that is two feet deeper than what is propoſed for the great lock. - - 4th. ... I 4 J 4th. As Long Entry and Chappel locks, which lie between St. Mary's and the great arch, appear to be of leſs uſe than any of the reſt, being both narrow and ſhallow, and by their indraft tend to bring the craft foul upon the intermediate ſtarlings, with- out a poſſibility of their paſſage, I would therefore propoſe thoſe to be ſtopped up to ſtarlings’ height, the ſame as the firſt and ſecond locks on the ſouth ſide now are ; and that the craft may not be entangled with thoſe locks or their ſtarlings, but always find a paſſage either through the great lock or St. Mary's, I would propoſe fender piles to be drove at about three feet diſtance in a circular manner, from the upſtream point of the ſtarling of the great arch, to the upſtream point of the ſtarling of St. Mary’s, as repreſented in the draft fig. 3, at R. ; thoſe piles to be well braced, and their heads capped over about two feet above high-water mark. Theſe things thus done, the account will ſtand as follows: PROPOSED REDUCTIONS of the area of the water-way below the ſtarlings. Feet, superficial. By raising the bed of the great arch, sº º tºº 314 By extending the starlings three feet on each side, dºg gº Ó6 By raising the bed of little lock, º tº- tº Lº gº 52; By ditto of St. Mary's, º (º wº gº - 38 By shutting up Chappel lock, - - - º 5O. By ditto Long Entry, tº gº tº tº º gº 66; By raising the bed of Non-such lock, tº tº gºe 60 By ditto of Roger lock, º' tº , dº tºº - 27 By ditto of the fifth lock, gº * ºf gºs 37; Water-way to be reduced, º gºy 711; Increase of water-way as before stated, - 707 Overplus, tº * . 4; Now there will ſtill remain an increaſe of water-way above the ſtarlings by the removal of the ſhaft of the middle pier ; but as the effect of this can only take place while the water is above the ſtarlings, when the water-way is at the greateſt: the effect upon the water wheels thence ariſing does not appear by computation to be above ++s part of the whole, which will be much more than compenſated by the above overplus of 44 feet below the ſtarlings. | 5 || It is poſſible, notwithſtanding the attention I have paid to this matter, that ſome cir cumſtances may intervene, which have not occurred to my conſideration ; but I appre- hend that none can, which may not be compenſated by raiſing the bed of St. Mary’s lock to the ſame height as the great lock: to which I can ſee no objećtion, if ex- perience ſhould ſhew the ſame to be neceſſary. - The eaſieſt, cheapeſt, and moſt effeótual method of raiſing the beds, not only of the great lock, but of the others, is, by throwing in rough ſtones, ſo as to form a ſlope both ways, the interſtices of which in time will fill up with gravel and the ſullage of the river, and become as compačt and durable as a rock. The heavieſt, rougheſt, and largeſt ſtuff, is beſt adapted for this purpoſe, and none better than large Kentish rubble; but for want of a ſufficient quantity thereof, Portland or Purbeck rubble may be uſed, provided it is more large in proportion, as it is leſs ſharp and heavy. For the particular application thereof to the great arch, I refer to the drafts, figs. 4, and 5. N. B. If the following method ſhould be thought more eligible; inſtead of raiſing the bed of St. Mary's lock, the firſt open lock next the water-works may be ſtopped up, by two pair of gates pointed weſtward; forming a navigable pen lock between them; which would enable ſuch craft as can row or ſail againſt tide to paſs the bridge upward on tide of ebb, without waiting for tide of flood. And in this caſe the ſtopping up of Chappel and Long Entry locks may be diſpenſed with. In what extent this ſcheme may be of advantage to the navigation, I am not enabled to judge, but am of opinion, that if not of material uſe, what was firſt laid down is the moſt eligible, as the gates would need frequent repairs. Queſtion 4th.-If by improving the old wheels, or adding new ones, which will it be beſt to improve, or where add the new ones; and at what expenſe will this be done * Anſwer.—I apprehend, as was mentioned before, that all the wheels may be im- proved, but the wheels in the firſt and fourth arches from the north ſhore are the moſt ſuſceptible thereof, and the moſt want it; if any wheel were to be added, it ſhould un- doubtedly be in the fifth arch, which, though a capaciouslock, is not much uſed by craft going down on tide of ebb, on account of the ſhipping commonly lying before it; but as I look upon it to be more eligible to reſtore the effect of the water-works by the more certain, and perhaps leſs controvertible method above deſcribed; I have not made eſtimates for theſe erections and improvements, to do which, with any tolerable degree of exačtneſs, (being very compounded) would take up ſome time. : - Queſtion [ 6 J Queſtion 5th–If arches are ſtopped up, or beds raiſed, what effect will this have upon the channel of the river ? Anſwer.—If done in the manner before propoſed, no ſenſible effect of any kind whatever. Queſtion 6th.-What effect upon the channel of the river has been produced by opening of the great arch, and by what means are the inconveniencies, if any, to be removed, and particularly with reſpect to what is alledged in the memorial of the Wa- terman's Company : Anſwer.—Upon opening the great arch, the water finding a more free and open paſſage there than in any other part of the bridge, the main current would, of courſe, be drawn thither, and in conſequence, ačting more ſtrongly upon the bed of the river than before, ſome thouſand tons of matter appear to have been moved by the action of the tides ſetting in each way, above, between, and below the ſtarlings; the moſt groſs and heavy parts ſubſiding as ſoon as the ſtrength of the ſtream is ſpent, form ſhoals or banks of matter both above and below bridge; yet ſuch banks, though encreaſed by the freſh action of the great arch, appear, in a great meaſure, to have been formed before, by the rapidity of the current ſetting through the arches; and I remember to have ſeen the ſhoal above bridge many times dry before the alteration took place, and if I am not miſtaken that below likewiſe. The preſent channel below bridge, ſtands quite fair to the great arch, and has about 44 feet navigable water over it at low ſtill water; but above bridge the caſe has been more untoward, for the body of the former ſhoal happening to lie ſomewhat to the ſouth of the direction of the great lock, the new-formed matter has, in a great meaſure, lodged itſelf in addition to the north ſide thereof, which has of conſequence thrown the main channel of the river con- ſiderably more to the north ſide, ſo that the current, on tide of ebb, making a ſudden turn near the bridge, has rendered it difficult for the craft to make the great arch, not- withſtanding the great enlargement of its width. The effect of this grievance will, in ſome meaſure, be remedied by the alterations propoſed in the bridge itſelf, becauſe the ſet of the tide being leſs ſtrong to the great arch, as well as more equally all over the bridge, the direétion of the current will be leſs diverted towards any particular place: towards this end the ſtoppage of Long Entry, and Chappel locks will alſo contribute ; for being ſituated between two of the principal arches, the balance will be preſerved, and the current leſs diverted in its paſſage through either of them. This, together with the fender piles before theſe two locks, will direct the craft, ſo that they cannot fail of hitting N OriC $ I 7 | one or the other, when there is water enough over the ſhoal above ; but at or near low water, I don't apprehend that anything leſs than taking the whole ſhoal away, down to the depth of the main channel, can procute a true ſet of the tide; however, it may in a great meaſure be remedied, by making a paſſage or channel through the ſhoal, which channel, to prevent as much as poſſible the effect of the ſuperior indraught of the main channel from ačting upon it, ſhould be exačtly in the direétion of the great arch, but its weſt end declining a little to the ſouthward; this new channel ſhould be at leaſt four feet deep at low water, and as wide as the great arch, and I know no better method of performing it, than by the ballaſt lighters; it will alſo be adviſable to widen and deepen the preſent channel through the ſhoal below bridge, ſo as to make two and a half feet more water over the ſame but this will be a much leſs work than the former. I come now to confider the matter of the memorial of the Watermen’s Company. I apprehend, when all is finiſhed, the great lock will be found moſt uſeful to ſmall as well as large craft, as no boat can catch upon the ſtarlings there, being wide enough for moſt veſſels to go through ſideways. : I apprehend, the ſmall locks moſt uſed by ſmall boats ſhould be planked or lined, which will be of ſervice to the ſtarlings, and at the ſame time prevent boats from catch- ing upon the irregularities of the piling, in which, I apprehend, conſiſts the greateſt danger in paſſing London Bridge on tide of ebb, with the water below the ſtarlings. I am informed there are ſeveral ſtumps of piles in ſeveral of the locks; but while I was making my obſervation, there was always too much water to ſee them; it would be right to ſaw or cut them off with a large chiſel made for the purpoſe, but not to draw them or drive them down. Reſpecting the bank oppoſite Fiſhmonger's-Hall; the methods foregoing tend to pro- cure a true ſet of the tide through the great arch; but I know of no bank, either about or below bridge, that is of material conſequence to the water-works; the current ſets over from the water-works towards the great arch, not becauſe it is impeded by a ſhoal but becauſe it finds a readier paſſage that way. REFERENCE [ 8 J REFERENCE to the plans annexed. Plate I. Fig. 1,–A, The ſhaded ſpace ſhews the pier, ſtarling, and bed of the river, which, before the alteration, were ſolid, but which, at the beginning of February, 1763, were converted into water-way. - N. B. The light ſhaded ſpaces ſhew the dimenſions of the water-way in each lock, taken at ſuch part where the bed of the lock is higheſt. The figures above the ſpaces are the widths of the reſpečtive locks, (the piers and ſtarlings between them being omitted), the figures beneath are the depths taken from the ſurfaces of the ſtarlings at the place where the depths are leaſt. E E are two locks—the firſt and ſecond from the Surry ſhore, which, before the alteration, were open, but which were cloſed up by dams of piles, in the beginning of February, 1763. F ig. 2.-The light ſhaded ſpaces ſhew the intended dimenſions of the water ways of the reſpective locks, as they will be after the propoſed alteration, the widths, except the great lock, are the ſame as fig. 1. and the depths are ſpecified beneath. .. CCCCCC—Solids, added in order to raiſe the depths of the reſpective locks. D D—Two locks to be cloſed up with dams of piles to the height of the ſtarlings. E E—Two locks already cloſed, which are to remain ſo. fſ—Solids, to be added to ſtrengthen the ſtarlings within the great arch, three feet thick on each ſide. * N.B. Both theſe ſeaions ſuppoſe the water-ways laid together, both above and below the ſtarlings, and all the ſolids removed, except ſuch as are the ſubjećt of the altera- tions. The meaſures differ ſomething from thoſe before taken, by reaſon of their being taken at different places. * - Fig. 3. I 9 J - Fig. 3.-R ſhews the diſpoſition of the fender piles, extending from the great lock to St. Mary’s, to prevent the craft getting foul of the two intermediate locks. D D—Locks which are to be cloſed up as before ſtated in fig. 2. E E–The ſame as fig. 2, and C, the ſix locks, to be raiſed as in fig. 2. The names of the different locks in this figure, and the numbers, which are the ſame in fig, 1 and 2, will point out the names in the latter figures. - Fig. 4.-Plan, and fig. - 5. ſection of the propoſed alterations under the great arch. H–A body of Kentish rubble for lining the bottom of the river under the great arch, to reſiſt the aëtion of the water, and for raiſing the bed of the lock for the ſervice of the water-works, leaving five feet depth of water over the crown of the dam at low w * , - fºs water, for the ſervice of the craft. 1–Blocks of Portland ſtone, eight feet long up and down ſtream, and two feet ſix inches thick for capping the top of the rubble. KKK–Ground pier of larger rubble ſtones than the reſt, for ſupporting the ſmaller until a compleat bed is formed. L L—Fig. 3. dotted lines, ſhewing in what manner the ſtarling of the great arch may be enlarged three feet on each ſide. - - - Wel. II. C APPENDIX. APPENDIX. \ INVESTIGATION of the anſwer to queſtion 1ſt, viz. 1ſt. IN what degree, at a monthly average, is the natural power of the water, and * effect thereof, upon the wheels of London Bridge water-works diminiſhed, by the removal of the pier, and opening of the great arch 2 - z --- r An exačt ſolution of this queſtion is, perhaps, impoſſible, on account of the very great variety of circumſtances that affect it; yet from the great number of obſervations that I have made upon the bridge and water-works, relative thereto, by attending to the moſt material and leading circumſtances, and by repeating ſuch as are of ſmall account, or whoſe effects are likely to balance each other; I flatter myſelf that what is here offered, will be found ſufficiently near the truth to fulfil the purpoſes for which the queſtion was propoſed. And here I muſt premiſe this principle, that where water moves through confined paſſages, which occaſion a ſenſible pen or difference of eleva- tion of their ſurfaces, above and below the paſſage, the water moves through the ſame as one column, that is, nearly the ſame at bottom as at top, abſtracted from frićtion; and therefore, that an increaſe of depth is of equal conſequence with an in- creaſe of width. This appears from reaſon to be the caſe, ſince every part of the effluent column is put in motion by a column of the ſame height, viz. one whoſe height is equal to the difference of the two ſurfaces; this is alſo confirmed by expe- rience, and in the preſent caſe is remarkable, ſince it was the aëtion of the effluent column upon the bottom of the river, that has removed ſuch a large quantity of matter from under the great arch. On this account I have taken the ſeótion of all the water-ways below the ſtarlings afreſh, and as I did not confine myſelf to any particular part of the locks, but where I found the ſhalloweſt part, there I took the width between the ſtarlings, this occaſions ſome difference between theſe and former meaſures. *} Plate 1. Fig. 1.-Is a ſe&tion of the water-way at London Bridge, in which the dark ſhaded place A. repreſents the ſolid of the pier, ſtarling, and ground upon which - . they I I I I they ſtood, before the alteration; which ſolid being converted into an opening, and the firſt and ſecond arches from the ſouth ſhore being cloſed up to ſtarling's height, ſhows the ſe&tion of the water-way the beginning of February, 1763, from whence it appears, that when the ſurface of the water is at the heights hereunder expreſſed, the ſum of all the water-ways, taking width and height together, was 34 Feet above the At Starling's 3# Feet below the Starlings. Height. Starlings. Before the alteration, - - - 4365 2524, 1656 Beginning of February, 1763, 5.245 3231 2244 | Within theſe limits the principal part of the buſineſs of the water-works is on an average performed. The mean proportion therefore of the increaſe of water-way, above and below the ſtarlings, will ſtand thus: At 1 foot 9 inches above the ſtarlings, as 3444 to 4238. At 1 foot 9 inches below the ſtarlings, as 2090 to 2737. Let us now confider what alteration will be produced in the motion of the water through the openings enlarged in the proportion above ſpecified.—London Bridge may, in ſome meaſure, be confidered as a ſluice, through the openings whereof the water of one part of the river is diſcharged into the other, moving one way or other accord- ing as each ſurface is reſpećtively higher or lower—Now, if the water's paſſage is enlarged, the water will be diſcharged ſooner from the higher to the lower; but not ſo much ſooner as in proportion to the increaſe of opening, becauſe that would require the ſame velocity to be continued, and conſequently the ſame difference of elevation of ſurfaces to be preſerved ; which cannot be, unleſs a greater quantity poured into the pool below in the ſame time, could run off without ſwelling to a greater height, which is impoſſible. The difference of ſurfaces therefore being leſſened, the velocity of the water will be diminiſhed, which depends thereupon, and the time proportionably lengthened. On the other hand, ſince the quantity of water, ſooner or later, muſt paſs through every ſečtion of the ſame river, if any ſeótion is enlarged, the velocity will be diminiſhed, and diminiſhed in the ſame proportion as the ſection is increaſed, where the water has a free paſſage and goes off as it comes, without being pent up ; but when, being pent up, a part of the obſtacle is removed, the velocity of the iſſuing Water I 12 ) water is diminiſhed on the account before mentioned, but not ſo much diminiſhed as the ſeótion is increaſed, becauſe, were that the caſe, the head of accumulated water would be as long in running off through a larger opening as through a ſmaller, which is contrary to our firſt poſition, and to matter of fačt. The enlargement of the water- way therefore ačts two ways ; that is, partly by diminiſhing the time in which a given head is run off, and partly by diminiſhing the velocity of the water ſo iſſuing ; and fince each of theſe principles has an equal claim, they will be ſeparately and inverſely, as the leſſer water-way to a mean proportional between that and the greater. § 2. " Now, if the effects of theſe two principles upon the water-works, followed the ſame proportions, they might be both confidered together as one ; and the diminution of effect of the water-works would be ſimply as the increaſe of water-way ; but this they do not, for the diminution of effect on account of time will be as the diminution of the time ſimply ; but the diminution of effect on account of velocity, will be as the ſquare of the water's velocity; for the wheels will not only diminiſh their velocity in the ſame proportion as the velocity of the impelling fluid diminiſhes, but their ve- locity will be further diminiſhed in proportion as the impulſe is weaker thereupon, and the impulſe being weaker in proportion as the diminution of velocity, the velocity of the wheels ačting againſt the ſame load, will be diminiſhed in duplicate proportion, that is, as the ſquares of the velocity of the water, as I have had formerly an oppor- tunity of proving by many experiments. - - The effeót therefore of the enlargement of water-way, upon the water-works, being compounded partly of a ſimple, partly of a duplicate proportion of the enlarge- ment of the water-way, will be in a proportion between the two, that is, the propor- tion which is called ſeſquialtera. , ‘ - - - Now, taking the ſeſquialtera proportion of the above-mentioned enlargements, viz. . - Direct proportion. Sesquialtera. Above the ſtarlings - 3444 : 4238 3444 : 47.02 i. e. I : 1.365. Below the ſtarlings - 2090 : 2737 2O90 : 3 I2O I : I.5oo the diminution of the effect of the wheels will therefore be, - At a medium above the ſtarlings, as 1.365 : 1 At a ditto below ditto - - 1.5oo : 1 But the general proportion upon the whole will be compounded of the above pro- portions, and of the times of the continuance under the above proportions re- ſpectively. At I 13 At a neap tide, February 8th, the wheels at à medium worked five hours, and at a ſpring tide, February 15th, 6% hours. The reſpective times above and below ſtarlings, were as follows: ...? - Above the starlings. Below the starlings. ſº 1 - 3. ol . Neap tides - tº º & O tºº I# hours 34 hours Spring tides gº- sº gº ºn 3 ditto 34 ditto dº . - 3 Sum 4% 6# Now, as it is the proportion, and not the abſolute quantity of time, above and below the ſtarlings, that comes under the preſent conſideration, it is of no material conſequence, though the length of time during which the water wheels continue at work each tide ſhould differ ſometimes from thoſe obſerved, provided the proportion of the time above the ſtar- lings to that below is nearly the ſame, which we may reaſonably preſume: Multiplying therefore the number 1.365, expreſſing the proportional difference of the effect of the wheels while the water is above the ſtarlings, by the ſum of the times 4}, we ſhall have 6.48375; and in like manner, multiplying 1.5, the number expreſſing the pro- portional difference of effect below the ſtarlings, by its correſpondent ſum 63, we ſhall have Io. 125. - Now 4: 6.48375 6# Io. I 25 Sum of the times 11}, the ſum of the produćts 16.60875; and dividing the ſum of the produćts by the ſum of the times, we ſhall have 1.444, which will expreſs the mean proportion of effeót above and below the ſtarlings, the proportion of time conſidered and included; which proportion of 1.444 to 1, or 1444 to Iooo, would be the proportion of the power of the water before and ſince the alteration, did not ſome other cauſe intervene, which, though of leſs conſideration, may not inconveniently be brought to account. The water-way of the great arch being much more open and free than the reſt, it is reaſonable to ſuppoſe that the velocity of the water is leſs impeded by frićtion than in the others, which will increaſe the proportional diſcharge by the great arch, and in conſequence increaſe the above proportion. I found by experiment, that when the water was at its medium workable height below the ſtarlings, its velocity was ; quicker through the great arch, than through the reſt at a medium; but as the difference when the water is above the ſtarling will be conſiderably leſs than as above ſpecified, e - and [ 14 J and yet it will be ſomething, I therefore take 3 of the above quantity, that is, *r for a medium of the whole. Now, ºr of 1444 is 193, which, being added, make 1637 : Iooo, for the proportion once correóted. - 2dly. On account of the increaſe of water-way at London Bridge, I find that the tides riſe at a medium, four inches higher above bridge than they did before ; and that at a medium the riſe is from low water above bridge, about eleven feet; ſo that the body of water is increaſed in perpendicular height, and at leaſt in quantity, by ºr part of the whole. Now this additional quantity will ačt upon the wheels in the ſame manner as the main body, that is, partly by increaſing the velocity, and partly by lengthening the time; its effects will, therefore, be in a ſeſquialterate proportion of the quantity, that is, nearly ºr part of the whole, and of courſe will leſſen the number 1637 before ſtated; therefore ºr part of 1637, which is 71, being taken away therefrom, the remainder will be 1566; ſo that 1566 to Iooo, will expreſs the proportion in which the natural power and effect of the water upon the water-wheels is diminiſhed by opening the great arch, excluſive of ſuch cauſes and irregularities as cannot be brought into the account. 2 a - - * Ever ſince the year 1756, a daily regiſter has been kept at the water-works, contain- ing the time of high and low water, the height to which the tides roſe above bridge, with the number of ſtrokes of flood and ebb that was made by each pump of the weſt- ernmoſt or firſt wheel in the fourth arch. To this book having, by permiſſion of the company, had free acceſs, I have endeavoured to extračt therefrom ſuch materials as might aſcertain their average performance, before and ſince the alteration of the great arch : this I did by extračting three adjoining of the beſt ſpring, and three adjoining of the worſt neap tides, during the courſe of a month, at each quarter of the year; the months were March, June, September, and December, which take in the equinoëtial and ſolſtitial tides, and the ſummer waters will be balanced againſt the winter; ſo that the average tide for each year was collečted from the medium of forty-eight tides, critically choſen at ſuch ſeaſons as were moſt favourable, and moſt unfavourable for the perform- ance of the engines. An abſtraćt of which is as follows: Number of strokes. Average tides for the latter half of the year 1756 28o 3 for the year gº - 1757 2888 do. - * - - 1758 3O29 Carried over 8720 smm mºe [ 15 J - Brought over 8720 Average tides for the year tº- - 1759 32 I 5 do. - gº - 1760 3O99 do. tº e tº – 1761 3I42 for the firſt half of the year 1762 2998 Sum 2 I 174 Mean 3025 ºsmºſºmº Number of strokes. Average tide for July - - tº º - 1762 2846 Auguſt sº “º - do. 2448 September - - do. 2 I 93 Oétober - - - do. 2 I 2 I November - - do. 2O90. December < - do. 1689 February - - 1763 2248 From the above it appears, that for ſix years preceding the alteration, the average performance of this engine was 3025 ſtrokes per tide. That from the time of beginning to take away the ſtarling, the performance gradually leſſened, till December, when it fell remarkably ſhort, and as remarkably increaſed in the month of February ; which irregularities were undoubtedly owing to the remarkable drought in the month of December, preceding the froſt, and at a ſeaſon when the tides at ſea naturally run ſhort, and the other to the remarkable tides and floods that ſuc- ceeded the froſt; ſo that balancing thoſe two months againſt each other, the average will be 1 968; but if we take the four months of Oétober, November, December, and February, ſince the alteration, the average will be 2037. So that, comparing the average performance of thoſe engines, before and ſince the alteration, <- 3025 to 1968, that is as 2000 to 1300. they will be as 3O25 to 2037 2000 to 1346. but by calculation as 1566 to Iooo 2Ooo to 1277. Hence [ 16 || Hence it appears that the deficiency, as obtained by the company’s regiſter, being at moſt 700 in 2000, is not ſo great as reſults from calculation, which amounts to 723, whereas from conſidering the great proportional increaſe of frićtion in the works, when aćted upon by a ſmaller power inſtead of a larger, one would have expected the difference to have been on the other ſide. But this I apprehend to be balanced, and perhaps more than balanced, by the follow- ing circumſtance : It has been already proved, that the wheels work ſlower than before in a duplicate proportion of the difference of the water's velocity; ſuppoſe this, for argument’s ſake, to be #; now if the wheels work at a medium + ſlower than before, the water will move 4 ſlower through the pipes, which amounts (reſpećting the engine) to the ſame thing . as if the area of the pipes were made # larger: in conſequence whereof the water mov- ing to its place of deſtination with greater facility, will not require ſo tall a column to impel it, ſo that the water will not riſe to ſo great a height in the ſtand pipes, and in conſequence the engine ačting againſt a leſs column of water will tend to revolve faſter, and in ſo doing will, I apprehend, in the preſent caſe, produce an equivalent to the greater proportion of frićtion. - sº : e 1763. - J. SMEATON. ºmnºgº ESTIMATE for the works ſpecified in anſwer to queſtion the 3d. To 3000 ton of rubble stone for raising the bed of the river under the great arch, and securing e the same, at 10 shillings per ton,’ - - - = - m #1500. O O. To 320 feet running of additional wharfing to the starling of the great lock, at £4 - 1280 0 Q To 1040 cube feet of Portland blocks, for capping the crown of the dam of rubble under the great arch, laid in place, at 3s.6d. - tº (LL. tº 2 tºo - It 82 O O To 240 feet superficial of plank piling, for stopping up Chappel and Long Entry locks, at 5s. 60 o 0 To 2000 ton of rubble, for raising the beds of the five other locks, at 10s. tº tº 1000. O. Q: To 4200 cube feet of fir timber, to make the fender piles before Long Entry and Chappel locks, including brace piles and braces, every thing fixed in place, iron work included, at. : gº. Cº. tºo 840 O O; 4s. per foot, & 5 tº | > tº, - - 4862 0 O. Cº. 486 O O. ſºmeºs Total #5348 o o To contingencies upon the above accounts, at 10 per cent. * º | > N. B. I 17 l N. B. It will take 2000 tons of rubble to line the bed of the river under the great arch, for the ſecurity thereof. The ſecond article is chiefly calculated for the ſame purpoſe; and the laſt article, being wholly for the ſervice of the navigation, which may be applied or not after the other works are performed, as the uſe or neceſſity of the thing, ſhall direct. Theſe articles being dedućted from the above eſtimate, there will remain ºf 1742 to be expended on account of the water-works ; which, with its proportion of contingence, comes to £1916. The neceſſary repair of the ſtarlings, on account of the damage done by the ice, is not included in the above eſtimate. Vol. II. IO The [ 18 1 The REPORT of John SMEATON, engineer, concerning the state of the - great arch of London Bridge. AVING carefully viewed the piers and ſtarlings, and taken ſoundings of the depth of water, both underneath and for forme ſpace both above and below the great arch of London Bridge, before, at, and after low water, on Friday, the 25th July, 1766, I have the pleaſure to aſſure the committee, it does not appear to me, that either of the piers, or the arch dependent thereon, has given way in the ſmalleſt degree, nor does there appear to be any crack or ſettlement therein, by failure of the foundation, or otherwiſe, that I obſerved ; and though a part of the out-works of the ſouth pier has ſuffered ſome derangement by the continued ačtion of a very rapid and powerful current, yet, by the ſeaſonable application of 200 tons of rubble ſtones, it appears to be ſecured for the preſent, ſo that I don’t find the ſtrućture in immediate danger. Having ſaid thus much for the ſatisfaction of thoſe who may have ſuppoſed otherwiſe, I will now pro- ceed to report the reſult of my own obſervations, as to the cauſes of the preſent failure, and what appears neceſſary for further ſecurity: but firſt I muſt premiſe, that When I was called upon, in the beginning of the year 1763, I found the depth of water under the great arch, at low ſtill water, to be twenty-two feet, the current making hourly depredations upon the ſtarlings, the ſouth-weſt ſhoulder of the north pier undermined ſix feet, and the original piles, upon which the old works had been built, laid bare to the aćtion of the water, and ſeveral of them looſened. In this perilous ſtate, when a ſettle- ment of that pier muſt neceſſarily have taken place in a few days, I propoſed the only remedy I knew of, that was likely to be attended with ſucceſs in circumſtances ſo preſ- fing, viz. that of ſecuring the bed of the river with a body of rubble ſtone, upon which the ſaid angle was under-pinned, and ſo far ſecured, that it has never yet ſhewn any defect. It was alſo thought proper to raiſe this body of rubble ſo high as to pen up the water for reſtoring London Bridge water-works to the ſame power as before the alteration, and to defend the ſtarlings, next the great opening, by an additional out- work of three feet broad, on each ſide, ſurrounding the former caſing; which matters. were fully ſet forth in my former report, dated 18th March, 1763. On ſounding at low ſtill water, on Friday 25th, I found no where more than eleven. feet water, and in general not above eight feet, immediately under the great arch, but above and below, in a line, and at the points of the ſtarling, I found twenty-four and * * ,- twenty-five { 19 J twenty-five feet water below, and from twenty-two to twenty-ſix feet above bridge. I alſo found in going downward, in the direction of the ſtream, at the diſtance of about thirty-five or forty feet below the points of the ſtarlings, the water to deepen to thirty- three feet; and at ſeventy or eighty feet, which was the deepeſt place, thirty-eight feet. On the upſtream ſide of the bridge, about fifty feet above the point of the ſtarlings, I found twenty-eight feet water. ... • From the above ſoundings it appears evident, that from the continual wear of the very powerful and rapid current which ſets through this arch, that the bed of the river, above and below the points of the ſtarlings, has been worn away to a much more confi- derable depth than it was in the year 1763; in conſequence of which the bed of the river, from the points of the ſtarlings upward and downwards, forming a ſlope too great for the rubble to lie upon, when impelled by ſo ſtrong a current, the ſkirts of the rubble will naturally ſlide into the cavities; this, in conſequence, has impoveriſhed the body of rubble immediately under the arch, which it did on the ſouth fide ſo as to looſen the piles for about twenty feet in length, of the additional caſing that had been driven into, and had their fixing in the body of rubble ; but which, by a timely ſupply of ſame material, are now made firm, and this part of the body of the bed of rubble is as high as any of the reſt, ſo that no immediate danger is hence to be expected. - The reaſons why the fiilure ofthe outward caſing happened on the ſouth ſide, I appre- hend to be the following: - - * - - 1ſt. That as it was the north pier that complained in the year 1763, the principal attention would naturally be direéted to that ſide, and, in conſequence, the beſt and largeſt rubble be depoſited there. 2d. From the natural ſet of the current of the river, which for the ſpace of about 1oo yards above the bridge ſets obliquely over from the north ſide to the ſouth, and will, in conſequence, ſtrike againſt the north face of the ſouth ſtarling of the great arch, this croſs ſet of the tide is rendered ſtill more oblique by the particular ſituation of the arches that are ſtopped up. When my report of 1763 was made, I found the two locks next the Surry ſhore ſtopped up, and adviſed the two ſmall locks next the great arch, on the north ſide, called Long Entry and Chappel locks, to be ſtopped up likewiſe; this, with the propoſed alterations under the great arch, and the raiſing the beds with rubble to a cer- tain height, of five other locks, which I found unneceſſarily deep, (all which were ſpe- cified in a draught attending my report), appeared, in my opinion, ſufficient to reſtore Aº the [ 20 J the water-works to their former power. Upon my view, on Friday the 25th, I ob- ſerved that the two locks next the Surry ſide were open, and was informed that none of the beds of the five locks had been raiſed, but that in lieu thereof, the fifth lock from the north ſhore, had been and remains ſtopped up. Now, if all the locks on one ſide of the great arch were ſtopped up, the current would be obliged to make its way towards the open ſide; the ſtopping up, therefore, of the fifth lock, on the north ſide, and the opening of two upon the ſouth fide, muſt neceſſarily conduce to carry the current more obliquely towards the ſouth fide than it would naturally do ; whereas the ſtopping up of the two arches propoſed by me on the north ſide, would have been no more than a counter balance to thoſe I found ſtopped on the ſouth ſide. I did, indeed, ſuggeſt in my former report, that in caſe it ſhould be thought eligible for navigation, two pair of pointed gates, ſo as to form a navigable pen lock, ſhould be placed in the fifth arch from the north ſide: in which caſe, the raiſing of the bed of St. Mary's lock, and the ſtopping up of Chappel lock, or Long Entry, might be diſpenſed with ; but this I did not recommend as preferable to my firſt ſcheme, unleſs more eligible on account of navigation. Upon the whole, it is to be wiſhed, for the ſake of ſecurity to the bridge, as well as navigation, that ſome equi- valent could be formed to the water-works, ſo that all the arches might be unſtopped ; the great arch remaining as it is. - I now come to adviſe what is further neceſſary, in my opinion, to be done for the ſecurity of the bridge, which principally conſiſts in guarding againſt the derangements that probably will ariſe from the deepening and wearing away of the ground above and below bridge ; and for this purpoſe I would adviſe, that, with all poſſible diſpatch, a further quantity of Kentish rubble be depoſited between and at the four points of the ſtarlings of the great arch, ſo as to leſſen the too great depth and ſlope of the bed of the river and of the rubble, to the end that the rubble ſo depoſited may not work down into the pools ; it would be adviſeable ſo far to leſſen the depths thereof, by drop- ping in rubble, as to make a firm footing for the rubble that lies immediately more contiguous to the piers and ſtarlings; further than this would be rather detrimental than uſeful. - After all, it will be neceſſary that the condition of the rubble bed ſhould be frequently examined, and to have always in readineſs a quantity of rubble to ſupply ſuch deficiencies as, from time to time, may happen; for, though this method will, like the ſtarlings and the reſt of the ground-works of this bridge, need occaſional temporary ſupplies, yet, being duly attended to, there is ſufficient reaſon to ſuppoſe that it will prove a laſting ſupport; and, if imperfeót, yet deſerves the greateſt attention, becauſe I do 1) Ot 'I 21 J not know any pračtical method by which the great arch of this bridge, ſo founded and ſo circumſtanced, can be maintained and ſupported without incurring much greater expenſes with leſs certainty; and when, by the diſpoſition of rubble, the cavities above and below are hindered from pooling, and the foot of the rubble bed, within the ſtar- lings, ſupported thereby, and the whole by time conſolidated, it may be expected that the repairs of this part will be very inconſiderable. - - J. SMEATon. London, 28th July, 1766. [ 22 J To the right honourable the Lord Mayor, Aldermen, and Commons, in Com- - mon Council assembled. MY LORD AND GE N T L E MEN . IN anſwer to the order of common council, of the 13th day of March, in which I am deſired to take into consideration the state of London Bridge ; of the naviga- tion under the same, and of the London Bridge water-works ; and also the pro- posed alterations suggested in the committee's report, and to give my opinion upon the same ; I muſt beg leave to refer the honourable court to my former report, of the 5th of February, wherein is contained the moſt material part of what I can obſerve upon the ſubjećt. I, therefore, conſider what I now further offer as ſupplemental thereto. Reſpecting the ſtate of London Bridge, I look upon its greateſt weakneſs to be in its foundations, being chiefly built upon piles, ſawn off above low water mark; and this conſtrućtion confidered, I am of opinion, that the leſs the fall and velocity of the water is, in paſſing the bridge, the leſs ſubjećt thoſe piles, together with the ſtarlings and other works for defending the piers, are to get out of order, and into diſrepair, and conſequently the less fall, the greater ſecurity to the bridge. The alterations ſuggeſted to the committee (as appear in my paper above referred to), direétly tend to diminiſh the fall and velocity of the water; and, therefore, ſo far as that difference goes, it is in favour of the foundation of London Bridge. I apprehend this honourable court is, by the aët of parliament for the alterations of the bridge, obliged to keep up a head of water for working the engines as effectually as they were worked before the alterations; and, if ſo, I am clearly of opinion, that the fall and velocity muſt be maintained greater than they will be, in caſe the alterations sug- gested in the committee's report, are carried into execution ; and, therefore, that con- ſiſtently with the maintenance of power to the London Bridge water-works, the fall will be reduced, by the propoſed alterations, as much as it can be, and for this redućtion that the grant of the further arches may, in ſome meaſure, be conſidered as a compenſation for the loſs of power that they would otherwiſe ſuſtain by the other parts of the pro- poſal. ~. . With [ 23 With reſpect to the navigation immediately under or through the bridge, as nothing can be more clear than that whatever tends to diminiſh the fall and velocity of the water there, muſt be of benefit to the navigation, the only queſtion that can remain on this point is, whether, by diverting the navigation from the firſt and ſecond arches on the Surry ſide, it will loſe anything that is material. The particular uſes of theſe arches to navigation is matter of experience and prac- tice which I have not had but, in my own opinion, I apprehended them to be in this reſpect of very little benefit, and am the more confirmed in this opinion, by having found them both ſtopped up, (and the only ones that then were ſo), for the aſſiſtance of the water-works, when I was called upon in this affair, in the year 1763, and the reaſon then given was, that thoſe two arches were looked upon as the leaſt uſeful of any in the bridge, for the purpoſe.of navigation; the difference, therefore, in point of navigation, immediately under the bridge, ſeems, upon the whole, in favour of the alteration pro- poſed; but, if we confider the navigation of the Thames above bridge, I am of opinion, that were the fall at the bridge confiderably reduced, by any means whatever, the navigation of that part of the river would be materially affected. It is difficult at this time to determine, whether the bed of the river Thames was as high above bridge before London Bridge was firſt erected, as now it is ; and whether the ſtoppage of the water at the bridge, ačting as a dam, was an etpedient to retain more water in the river at low water over thoſe ſhoals for the ſake of navigation; or whether this ſtoppage ariſing from the conſtruction has, in its effects, occaſioned the fullage of the river gradually to gather, and the bed to riſe nearly in the ſame proportion as the water's ſurface at low water is kept higher ? however this might be, ’tis certain the bed of the river above bridge, is now, in proportion, higher than it is below bridge. - g If London Bridge were, therefore, to be taken away, the river would become ſo ſhal- low above bridge, at low water, that the navigation would be greatly impeded for hours each tide. - : - - If this difference of bed was original, we muſt expect it to remain ; but if an effect, the cauſe being taken away, the river would gradually reſtore itſelf; but as this might probably take up ſeven or eight hundred years, (the time it has probably been gathering), the work of reſtitution would go on far too ſlowly to anſwer the demands of the preſent generation, - - - - That [ 24 J * That a ſtoppage at London Bridge, in the preſent ſtate of the bed of the river above bridge, is neceſſary to the preſent navigation thereof; and that it cannot greatly be reduced, without detriment, is more than ſpeculation. The ill effects were expe- rienced during the time that the bottom of the river was gulled underneath the great arch to the depth of above twenty feet at low water, when, by means of ſo great a water- way, the tide-water was diſcharged ſo much more ſpeedily, as not only to prove greatly detrimental to the power of London Bridge water-works, but alſo to the navigation of the river above bridge. : " " . . . . . . . . - ~ *-* wrº- If, therefore, the keeping up of a certain head of water be neceſſary to the navigation above bridge, and to enable this honourable court to acquit, themſelves of what is enacted reſpecting the water-works; if the water-works will, by agreement, (in conſe- quence of availing themſelves of the additional arches), be contented with such a head of water as will ſubſiſt after the dam propoſed to be removed, and the other alteration fuggeſted made ; then will this honourable court avail itſelf of all the redućtion that the caſe, in all its circumſtances, will admit of ; and as it appears that ſome head of water muſt be kept up and maintained, not only for the water-works, but for the navigation, then the more useful purposes this head of water is applied to, the more beneficial it will be to the community. y - - . . The petitioners ſet forth, that wheels under the four arches in their possession, would not act with the same velocity, at any time, as they did before the altera- tion of the bridge, when two arches were laid into one : if this allegation is true, then it will follow that the head of water has never been ſo great, ſince the alteration, as before. And on this occaſion I muſt, in juſtice, declare, that the ſeveral matters contained in my report of 1763, on purpoſe to reſtore the head of water, have never been fully put in execution; and that, except what has been done under the great arch, no part of the direétions therein contained has been purſued, except the ſtopping up of Long Entry and Chappel locks; the doing whereof has ſince been complained of, as making an eddy ; and that, in lieu of other alterations by me ſuggeſted, the fifth arch was ſtopped up as it now remains, and with which, I ſuppoſe, the company were con- tented ; but which, in my opinion, was not equivalent to the head of water that would have been gained, had the ſeveral alterations propoſed by me taken place. Hence it moſt evidently appears, that if the honourable court ſhould not confirm the propoſed agreement between the committee and the company, inſtead of reducing the head of water ſtill further than it now is, by the further propoſed alterations, the court will be obliged to ſupport a greater head of water than has ever ſubſiſted ſince the re- -- moval I 25 | moval of the old pier under the great arch; which, as has already been ſaid, is what, by all means, ought to be avoided, both on account of the bridge and of the navi- gation. - - - \ * As the Long Entry and Chappel locks were ſtopped up in conſequence of the direc- tions in my report of 1763, it may not be an unſeaſonable digreſſion to ſay a word or two on that ſubjećt. It appeared to me from computation, that in order to reſtore the head-water, as preſcribed by the aët, it was neceſſary to ſtop up ſome of the locks, and raiſe the bed of others. In order to ſpecify which locks ſhould be ſtopped up, I en- quired which of them were leaſt uſeful to navigation; and, among others, Long Entry and Chappel Locks were mentioned, as being both too narrow and too ſhallow. In order to deſtroy, as much as poſſible, the effect that might be produced by ſtopping up of locks on one ſide of the great arch, more than of the other, I propoſed to have ſtopped one of the locks next to the great arch, on the Surry ſide, which, together with the two locks that I found ſtopped, (and propoſed to have remain ſo), next the Surry ſhore, would have made three ſtopped arches on the Surry fide, and two on the London ſide ; but, inſtead of this, the dams on the Surry ſide were removed, and the fifth arch from the London ſide ſtopped up, which made three ſtopped locks on the north ſide, and none on the other, by which means the balance of current on each ſide of the great arch not being preſerved, the current of the great arch muſt, neceſſarily, tend to that ſide where it meets the leaſt reſiſtance ; that is, towards the two adjacent ſtopped arches, and form a greater eddy there than it would have done, had its tendency been equal both ways. In my laſt report, I have declared it as my opinion, “that three locks being ſtopped “ up on the north ſide of the great arch, and none on the ſouth, is the greateſt artificial “ cauſe of the eddy complained of, and that the changes propoſed are the moſt likely “ and eaſy means to remedy the ſame.” It muſt not, however, be expected, that the eddy of the great arch will be wholly removed by taking away the dams from the locks above-mentioned; for ſo far as it de- pends upon a ſuperior ſtrength or column of water, penetrating into the body of more ſtill water below, it muſt be expected always to remain. Upon the whole matter, I am clearly of opinion, that conſidering the advantages to the ſecurity of the bridge, ariſing from an eaſement of the fall below, and the being clear of the pipes above, to the navigation through the bridge, and alſo to the naviga- WoL. II. E tion [ 26 J tion of the Thames above bridge, this honourable court cannot do better than con- firm the propoſed agreement, which the committee have formed with the proprietors of the water-works; it being, I ſuppoſe, clearly underſtood that the ſaid proprietors give up all claim to further alteration of the bridge, from its preſent ſtate, on account of the head of water directed by the aët of parliament to be maintained. I am, my lord, and gentlemen, - your moſt obedient, London, 23d June, 1767. - - - and moſt humble ſervant, J. SMEATow: FNSTRUCTIONS * or * 0 7 º 2，777’yoſ ' o ~~ ·#7 ---- "…Z ~~~~ ~~~~ ~~~rºwozy zawo ºyzz， ºraz zos.xyozzy. ！ ~~~~zowano -----wooºooºżºwym-zzzzzu *// źz éſ zr zz- oz. 6. g. Z ———it ~~ ~~~~ ~~~~.7×zzzpffy → y，„zo zºzºzzzzzz// ·&g--~~~~ zaºwww/ º // «„€/ ºoº --~~~~~ ºffø øy, Zo zºqwaev ººººoººº/, zo szwºwał znaº ºva „zo zºzºwa， ---- ZººZYZ AZOOZVO7./º ZZVXZV ZZZZZZ º/， /ō/， AZOV Z Zºzayo º/, /o wſzy -f---- - - -~~~~ ~~~~ ~~~~ņovº·/0?/?/?！!! *ò ， （ ~~~~ ~~~~ ~~~~ ~~~~sºvoz/ae/, /o /26/27 4« （~~~~ ~~~~rºzºxoxa « „p zo zºzowo， zá’--------------------ºzdº， ºſſ? /o /ºruzº zárº '.wſ ºº/2 dººzººzzae-wºrow ºwº „zo zºzowzroſ ?94zºzzozzzzzzzºzr 47 zaºwº-rºoz + S § + S, -SS F tº HKS + \cs + S- + tº N ?33）， „Zo º?zxºº ·&aq·6（«zaº， ºraz „zo zººtºz · …“§. …….?º_2} '9', / *ºyo.º.º. zo º/26/27 º.rºzozzzzzzzz wºzoza oz º.roºrzzzzZ) „za ºz --~~~“zzzzzzzzzZ) ºººoo og ????/// zwazº :Zº ººydºſſºn)./7/79/ > 'ſº(//?/?/. AVO@AWO7 /O ŽYJNY ZZZZZZZ ºº/， /º/ºſ/V/OAV， „ZEVWAYO 2°// /^2 A OZZFZ1777 ---- I 27 | INSTRUCTIONS for Mr. Nicholls to proceed with the water-wheel and spur-wheels for the great engine, to be erected under the fifth arch of London Bridge. . . . . . . . . . . . . . 's . . . . . . . . . . Feet. Inches, 1st. The diameter of the water-wheel, to the extremity of the floats, - - 32 O 2d. The diameter of ditto in the rings, out and out, - - - &_ 27 6 3d. The width of the wheel, or length of the floats, to be as great as a sufficient clear- ance of the lock will allow ; I suppose - - - - - • 15 6' 4th. The number of the floats to be twenty-four, - . . . 5th. The width of each to be - gº tº- - - tº- - 4 6 6th. The diameter of the spur-wheels to be, in the pitch circle, ſº º & 14 6) 7th. The number of cogs eighty, 8th. The number of ditto in the lanthorns, twenty-three, 9th. The water-wheel gudgeons to be in diameter, tº - - s o r 10th. Length of the cylinder part, - - sº - - - O y REMARKS. I ſuppoſe the water-wheel to ſtand as near the arch as poſſible, to leave a ſufficient clearance, and to go as near the bottom as poſſible to be ſafe. 2dly, I propoſe the tails of the ſtarts to reach through the rings, ſo as to ſupport the inſide floats, and to make up the whole breadth four feet ſix inches; the rings to be claſped by the boards, half-way from one ſide, and halfway from the other. - 3d. I ſuppoſe that four rings will be ſufficient, at four feet diſtance, middle and mid- dle ; more rings than neceſſary, on account of ſtrength, being prejudicial. 4th. I ſuppoſe the gudgeons to be fixed on croſſes, ſeven inches in breadth on the face, and 7; breadth on the inſide, and to be 3% inches thick. One hoop at each end will be ſufficient, and ſhould be five inches broad, and at leaſt #, (but better of one inch), thick; it ſhould have eight holes for ſtrong ſhort ſpikes or dowells, two in each quarter, and about 1% or two inches from the inſide; the hoops ſhould be adapted tohe croſſes, but to bring all home tight, a grouve in each end ſhould be left for iron wedges, as deſcribed in the elevation plate II. As the interſeótion of the croſs will form a baſe - larger [ 28 J larger than the gudgeon, this is to be filled up by a fillet of about ; an inch projećtion, according to the length of the axis, which will not only ſtrengthen the joining of the gudgeon to the croſs, but make a regular ſhoulder, which will keep the end of the axis clear of the head ſtock. The different breadths between the faces and back of the arms of the croſs forming a dovetail, will, when wedged in, be alone ſufficient to keep them faſt, but not depending altogether on the wood, four ſcrews, of about one inch dia- meter, are put in about four inches within the ends of the croſs, as deſcribed in the ele- vation plate 2. which faſten with four nuts, let ſideways into the diſtance of about eight inches behind the inſide of the hoops, which done, the holes are plugged up again in the manner of bed ſcrews. The heads may be cylinders of about two inches dia- meter, and one inch in length, to be ſunk with a ſquare ſhoulder, fluſh with the arms. N. B. The hoops muſt be as large as the wood will allow. 5th. I ſuppoſe the conſtrućtion of the arms, rings, ſtarts, and floats, to be according to the method of fixing which has been found, by experience, to anſwer beſt, as alſo the ſpur-wheels are propoſed much larger than what has been uſed before; that in caſe compaſs arms cannot eaſily be procured, in order more equally to ſupport the circumference, the ſquare formed by the claſp-arms may be one foot on a ſide, if ne- ceſſary, larger than the axis, which, being filled with blocks, and wedged, may be fixed as tight as if the axis were of that ſize. J. SMEATON. Newcastle, 17th July, 1767. To f 29 To the Committee of London Bridge Water-Works. cENTLEMEN, HAVING carefully examined and confidered the conſtrućtion of your fire engine, I am of opinion as follows: That as in the preſent fituation of the pipe for ſupplying the well, the engine cannot have a proper quantity of water at low water, I entirely ap- prove the propoſition of laying an horizontal ſučtion pipe, in order that the engine may take the water immediately out of the Thames. This will, however, lay ſome additional burthen upon the engine, but as at preſent it works by a ſecondary power, that is, the power of the atmoſphere lifts a weight, which weight, in deſcending, raiſes the column of water; the addition of burthen would be more than compenſated, were the engine made to raiſe its column immediately by the power of the atmoſphere. . - To produce this effect, it will be neceſſary to change the working barrel, with the valves and machinery dependent thereon; and at the ſame time that the working piece is changed, a new one may be introduced, whoſe proportion will be more ad- vantageous, At preſent, the whole of the water raiſed by the fire engine is raiſed to the top of the tower, 120 feet high, as I am informed, though it moſt commonly happens that, one half, two thirds, or three-fourths of that height, would be ſufficient. I would, there- fore, propoſe it as a very material improvement, not only to ſave fuel, but to raiſe more water, to unite the main from the fire engine with thoſe from the water engines, by which means the fire engines will, like the water engines, never be burthened with a greater column than is ſufficient for the ſervice then on : to this I am ſenſible there is an objećtion, viz. that the column to be lifted by the fire engine being then variable, the fire engine will not work with the requiſite degree of ſteadineſs, . which would certainly be the caſe in the ordinary way of applying the injećtion, but as I have found out and experienced a method of applying the injećtion, whereby the engine-keeper is enabled, extempore, while the engine is working, to vary the quantity proportionable to the column to be lifted; hereby the ill effeóts ariſing from a variation of the column will be altogether prevented, and a proportionable ſaving will be made. in the fuel. As I 3o I - As the engine 'at preſent, when lifting the whole column to the top of the tower, would bear a greater load, and would conſequently be conſiderably under loaded when the column was lowered as above propoſed, inſtead of a twelve inch, as now, I would propoſe to put in a thirteen inch working barrel, by which means the engine will every ſtroke raiſe one fifth more water, and by virtue of the changes above mentioned, I ex- pećt the coals will be reduced from three buſhels per hour, as at preſent, to two at an average. Some other ſmaller alterations may alſo be made with benefit; and the whole machine wants a repair, particularly the arch heads and chains, and the beam will want to be ſtrengthened. The boiler is too ſmall for the cylinder, and not of the very beſt proportion; but as I underſtand it is in good condition, and may ſerve ſome years, I do not at preſent recom- mend any alteration in that part. - - - J. SMEAton. London, March 8, 1771. P. S. I do not mean that the engine will lift the water to the top of the tower with two buſhels of coals an hour; but I expect it will (beſides the additional load of ſučtion) work a thirteen inch working barrel in lieu of a twelve, and without any additional quantity of coals, in conſequence of altering its mode of lifting. - J. S. I Ith March. The ssaurumoſ, samorroſſ · 2 ·ây 7:6， *** 26，7×7×777704 –––––––1–7—;—————;~~_-_-|- ºſoo sºuoſumar y sºm ſaeo ºrvoſº{ ^potºpwºpoo. # - …qoaesar o oma 66oº.convoor- ºuņotuoo uqy sprøy upp ono ano （ſrv.---- A-u }};};;,,,, {{!！!© ÆTĀTĀ TĀTĀTETĘ TĘTF）, .rº/a/， /o ºmaeº A VIHJ o T I s 3. Aſ HS1 （IPAIż%%*$%$2\ /\（ *（?:\ſ*）（…）- \，\！y №“º”ZAZV7.2 67-767AZZA， -- -*№， №ſ'）ſºs（h）º|- . . The FORTH and CLYDE NAVIGATION. To the Honourable the Trustees for improving Fisheries and Manufactures - in Scotland. The REPORT of John SMEAton, Engineer and F. R. S. concerning the practicability and expense of joining the rivers Forth and Clyde, by a navigable canal, and thereby to join the east sea and the west. THE great utility of a navigable communication between the eaſt ſea and the weſt, has given occaſion to ſeveral projećts for this purpoſe, in different parts of the king- dom of Great Britain. The principal of which are the Thames and Severn, the Trent and Severn, the Trent and Weaver, the Calder and Merſey, and the Forth and Clyde: But from what I have ſeen and heard of theſe matters, I am well convinced, that by far and moſt eaſy to be accompliſhed, not only in point of diſtance, but in point of perpen- dicular height, is the laſt, and it is ſomewhat remarkable, that notwithſtanding the country at this place lies in general as high, if not higher, than any of the reſt ; yet, that through this high ground, there happen to be two different paſſages, both lower than any of the others, and ſo much appearance of equality in point of practicability, that upon ocular ſurveys, it has remained a doubt which of the two ought to be preferred. One of theſe paſſages is from the river Carron, by way of the water of Bonnie, through the bog of Dolater into the Kelvin, and from thence into the Clyde by way of the Yocker Burn. See the plan, pl. IV. fig. 2. - * The other is by following the river Forth ſome miles above Stirling, and them. croſſing over through the bog of Bollat into the water of Enrick, down to Loch. Lomond, and from thence by the river Leven into the Clyde, at Dumbarton (ſee the map, plate IV. fig. 1.), and as I have, by order of the honorable the truſtees for improving fiſheries and manufactures in Scotland, been at ſome pains in taking proper obſervations. in order to determine the preference of the two paſſages, I ſhall firſt endeavour to ſettle this queſtion, and then proceed more minutely to explain the ſeveral leading. points that occur for laying out the deſign for the preferable tract. GENERAL "...º...: '...ºth -… . . . . - “... → • - .* : - ... 2 - - - - - - - • - - - - - ***śr. z ---. -- * Sºrº 2 * * ***.*.si: “gº. . . . . . . . . . . . . . . . . . ...F. . . . . " - - * . . . . . - . • - - ..' . . . . . .” *.*** *** * …i...— ... • – “ . . . . . . . . . . . . ******** * * .* I 32 J !, º * ! GENERAL DESCRIPTION of the CARRON PASSAGE. See the plan, fig. 2, and the black line, fig. 1. From the Forth to about three miles up the river Carron, to a place called Carron Shore, there is at preſent a good navigation for ſea-veſſels, drawing from nine to ten feet water, at ſpring tides, and from ſeven to eight at neap tides, which, from the cuts propoſed to be made acroſs the Loops, as I am informed, is likely to be improved; and ſo far I conſider the preſent ſea-navigation to extend, From Carron Shore to Top-hill, a little below Camelton Bridge, the ground is gently riſing, and adapted as well as poſſible for a canal. From thence to the point above Camelton, between Newhall and Glenfour, the ground riſes near ſixty feet in half a mile, and is more uneven, but yet attended with no conſiderable difficulty; from thence the canal may be managed upon the decline of the high ground ſo as to run upon a dead level to Caſtle Cary Bridge, being about four Engliſh miles; this tract of ground is interſeded with haughs and burns, which occur very frequently, and will therefore require a conſiderable expenſe in making banks, aquedućts, and other extra works, yet nothing occurs but what may be conquered at a reaſonable charge. The principal ſingle work will be an aquedućt bridge in croſſing Bonnie mill Burn; near Bonnie Bridge, over which the canal muſt be carried upon arches. Another, but leſs work, of the ſame kind, will be required in croſſing the river Bonnie, at Caſtle Cary Bridge. From hence to the bog of Dolater, which begins a little above Wineford; the paſſage is ſufficiently eaſy by a gentle aſcent, and through the ſaid bog, (extending almoſt to Craigmarline wood), there is ſcarcely four feet deſcent either way, in the compaſs of , A. sº - two miles; about the middle of which is the ſummit between the two ſeas, and is ele- * vated above high water neap tides, at Carron Shore, about 147 feet, being diſtant therefrom about nine Engliſh miles. On each ſide of Dolater bog the country riſes high, which affords a number of ſprings and rills, which brings down conſiderable quantities of water on the leaſt rain; but the principal, which is conſtant all the year, is the burn of Achinclough, which diſcharges itſelf into the bog, and which, though it now runs into the waters of Bonnie, might, with very little trouble, be turned, ſo as to run the other way into the Kelvin; for a drain that now paſſes lengthways through the bog, has, for half a mile in the middle thereof, no ſenſible run at all; ſo that the ſame trench is the head both of the Bonnie and Kelvin. This bog, as it is called, is properly a peat moſs or moraſs, and is in general near half a mile broad, but contračted •. - . - àt. ... º. ". . . . … . . .º.º. A . . . $44.8% & 4 & 3. - f [ 33 l at each end by the high land at A and B, to about 120 yards ; ſo that it is adapted as well as poſſible for the formation of reſervoirs, canals, and paſſages for water: indeed the whole bog might eaſily be put under water, by a ſmall dam between the high grounds at each of the contracted places. From the ſummit, or point of partition, weſt- ward, the Kelvin runs in an open valley for about thirteen miles, upon a very regular and almoſt inſenſible decline as far as Garſcud Bridge, where it begins to be more rapid, and runs through a very deep channel, quite confined by rocks and preci- pices, in ſome places almoſt perpendicular, and down to Partick, where it falls into Clyde. Of this diſtrićt, all that can be ſaid, is, that it is not impoſſible to be made navigable, but it would coſt a great ſum to make a bad navigation; for this reaſon, thoſe who have turned their thoughts towards this proječt, have ſought out for a new paſſage into Clyde; and Nature has kindly furniſhed two that are praćticable, one by the valley of the Allander, leaving Douglaſtoun, Kilmardoney, and new Kirkpatrick, all on the right, and cutting through a riſing ground between the two laſt places at C, we are condućted into a valley leading down to Graſcaddon. The other paſſage leads out of the Kelvin's valley, juſt above Garſcud Bridge, and going by way of Canny's Burn, tra- verſes a riſing ground at D, and falls into St. German’s Loch, and from thence, by the ſame valley as the former, to Graſcuddon. Neither of theſe paſſages is without diffi- culty, on account of the riſing ground to be cut through, being above thirty feet per- pendicular above the general level, yet both are greatly preferable to the paſſage by the Kelvin, below Garſcud, Bridge, which, beſides the incumbrances already mentioned, is filled with mills of various kinds, which occupy the ground where any cut could eaſily be made. At Graſcuddon the ground falls conſiderably in a little ſpace, and then the paſſage is very eaſy and regular down to Yocker Burn, which diſcharges itſelf into the Clyde, almoſt oppoſite Renfield, and a little above a place called Barns of Clyde; from hence downward the Clyde is navigable at all tides with any veſſels that can be expe&ted to navigate upon the intended canal, which I would propoſe to be ſuch as could occa- ſionally go from Port Glaſgow or Greenock, to Leith. From the point of partition of the waters, in Dolater bog, to Barns of Clyde, by the courſe of the canal, will mea- ſure about eighteen Engliſh miles (to which meaſure I all along confine myſelf), ſo that the whole length will be about twenty-ſeven Engliſh miles. vol. II. F GENERAL [ 34 | GENERAL DESCRIPTION of the Paſſage, by way of Loch Lomond. See the Map, pl. IV. fig. 1. - BEGINNING from Clyde to Dumbarton Caſtle, we enter into the river Leven, which, though but 6% miles long, meaſuring by the links or turnings thereof, is yet a large river, and brings down a confiderable quantity of freſh water at all times of the year; for having the great lake, called Loch Lomond, for a reſervoir at its head, which receives the water of ſeveral conſiderable rivers, it always affords a conſiderable currency in the dryeſt ſeaſons, and is never ſubjećt to any great or ſudden floods on account of the great capacity of the aforeſaid lake. This river is, in a ſtate of nature, navigable for flat-bottomed veſſels from the Clyde to Loch Lomond, in winter, and wet ſeaſons in ſummer; but, in dry ſeaſons, the navigation is in a manner ſtopt ; for though it affords a good deal of freſh water at all times, yet as it is broad, and runs in a ſhal- low channel (except about a mile above Dumbarton,) and has about twenty feet fall from Loch Lomond to high water at neap tides, which are ſenſible at a place called Dalquurn Bleachfield, about a mile and a half above Dumbarton, conſequently there is twenty feet fall in leſs than five miles, which makes the water ſomewhat rapid, and, in dry ſeaſons, leaves not above eighteen inches in depth over the ſhoals, which are pretty numerous; and though it might not be difficult to improve this navigation, ſo as better to anſwer its preſent purpoſes, yet it is not capable of any remedy adequate to the purpoſe of a general navigation, otherways than by locks and dams, to pen up the water from one to another ; for as the river checks in with the high ground, firſt on one ſide, then on the other, the valley is but ill adapted to a canal the whole length. - , - From the head of Leven, we traverſe about ſeven miles of Loch Lomond, in which there is no impediment till we come near the mouth of the river Enrick, which having its ſource in a high country, comes down very rapidly, and brings a great quantity of ſand from the mountains, which is lodged"near its mouth in the lock, and there, as it were, forms a bar; over which, in the ſummer ſtate of the loch, there is not above eighteen inches water, while it ſerves as a ford in moſt ſeaſons. To attempt making a paſſage through this ſand, by lifting the matter, would be endleſs; for, being ſituated in a bay which lies open to the weſt wind, the ſand is brought back upon the ſhore by the aëtion of the wind and waves. I have ſince been informed that at the ſouth corner of this bay, near a place called Aber, the ſhore is clear of ſand; but being there rocky, to make a paſſage through the ſame, of ſufficient depth below the ſurface of the loch II] I 35 l in its loweſt ſtate, for the paſſage of loaded veſſels, would probably be more expenſive than the removal of the bar itſelf, which, I apprehend, might be done by running out two jetties about 3 of a mile into the loch, (for, according to my information, 'tis that diſtance from ſhore, in dry ſeaſons, before we ſhould find any navigable water), in which caſe the current of the river, being confined between the jetties, would ſcour out the ſand, and keep the paſſage clear. - From the mouth of Enrick, the river runs in an open valley, in a deep channel, and almoſt upon a dead level, as far as Cater Boat, oppoſite Drummond; which, in a right line, is about 3% miles, but by the courſe of the river, which is very winding, cannot be leſs than ſix. From hence to the ſouth-weſt corner of Dalnair Park, the river meaſures 24 miles; the perpendicular riſe is almoſt eleven feet. The valley ſo far continues open, but as the channel is very winding, and checks in with the high ground on both fides, ſeveral times, the beſt way of making it navigable will be by locks and dams, as the Leven. A little above this, that is, a little above where the water of Blain falls into Enrick, the valley is quite contracted, and the river falls over a ſet of rocks, forming a re- markable cataraćt, called the Pot of Gartneſs, marked Y, to paſs which, in the channel of the river, would be very difficult, but this may be avoided by cutting acroſs the neck of land from the ſouth-weſt corner of Dalnair Park into the river above Gartneſs Mill, the length will be about a quarter of a mile, and the perpendicular riſe about thirty-ſeven feet. In this paſſage we meet a hill, whoſe ſummit riſes above forty feet higher than the level of the river, at the aforeſaid cataraćt ; but as the length of the hill is not great, it may be pierced with equal eaſe, and by the ſame means as thoſe mentioned in croſſing from the Kelvin to Graſcuddon, in the other paſſage. This paſſage, by the way of Enrick, in the general map, fig. I. is ſhewn by a line of ſtrong dots. - - - Having regained the river Enrick, above Gartneſs, there ſeems no way but to follow the courſe thereof, 1# mile, in which ſpace there is a riſe of twenty-five feet. This paſſage is ſufficiently rugged, and the valley confined by ſteep brays and rocks; nor do I ſee any adequate means of avoiding it, as the country hereabout is very ſteep and uneven; however, it may be managed by locks and dams, upon the ſame principle as thoſe below. From hence, it is propoſed to paſs by canal to the bog of Bollat, the ſummit of which is diſtant a little more than a mile, and is elevated above the aforeſaid point in the river, 129 feet, viz. from the river's ſurface to the top of the • bray - [ 36 3 bray thirty-five feet, and from thence to the ſummit of the bog 94 feet; ſo that the ſummit of the bog of Bollat is elevated above the ſurface of Loch Lomond 202 feet: and above high water neap tides in the Clyde 222 feet, the whole diſtance being twenty- five miles. 27 The bog of Bollat is about half a mile long, and about one-eighth of a mile in breadth; from the middle or ſummit, the ground falls away pretty quick both ways, and the valley widens: no conſtant running waters diſcharge themſelves into this bog, except one ſmall rill that comes in on the north ſide; there is, however, a burn, called the Auld Hurr, marked X, which falls into the decline of the valley towards the Forth, which might eaſily be conducted to the ſummit; but this, at the time I ſaw it, after a remarkably rainy ſeaſon, was far ſhort of ſupplying a navigation. There is alſo another burn to the weſt of Bollat, affording much about the ſame quantity, which falls into Enrick, the upper part of which might be intercepted and carried to the ſummit, but ſtill there would remain a great deficiency. I ſhould not, however, deſpair, did the point of difficulty reſt here, of bringing a ſufficiency of water to the bog of Bollat, and making proper reſervoirs there; for it appears, from the face 6f the country, practicable to lift the water of Enrick, four or five miles above, ſo as to bring any quantity required to the point of partition, or even to bring a part of the Keltie water upon a ſufficient elevation round the hills to the ſame place. - From the point of partition in the bog of Bollat, a valley gradually forms itſelf to the * north, into which the waters from the neighbouring hills colle&t themſelves, and form a burn; which, paſſing by Achintroig, and a place called Offrings, fails into the river Forth, a little below the mouth of the Keltie. F rom the fümmit of Bollat to the river Forth is above four miles, the laſt mile of which being through the valley of the Forth, has but little deſcent, ſo that the greateſt part of the whole deſcent is in the three former miles. - S From the mouth of Keltie to Stirling, the river Forth runs in a remarkably winding and deep channel, and with a ſlow current; which is, however, interrupted at thrée principal places, viz. at the foot of c ärdroſs, where there is a fall ofabout two feet; at the ford of Frew, where there is the Íike fall, and at Craigförth Hill, 'at N. about iž mile above Stirling, where there is a fall of four feet. - .' The fills at Cardroſs and Fréw are occaſioned by gravel ſhöals formed there in the river, and brought down from the hills by the burăşthat fall'into the Forth, hear thoſe - places ; N I 37 places; but that at Craigforth mill, N. is occaſioned by a natural rock, which runs acroſs the river, the defečts of which, as a dam, is made good by art, in order to produce a ſufficient pen of the water, to work the mills, and to catch ſalmon. The ſpring tides come up to Craigforth mill, and the river is then navigable for lighters or barges to this place, and, according to my information, at neap tides, within half a mile below this place. Above Craigforth mill, a navigation is at preſent carried on upon the Forth in ſmall boats as high up as Gartmore, except in very dry ſeaſons; theſe boats bring down lime-ſtone from the rocks near that place, as I was told. Two locks and one dam would make an open navigation from Gartmore to the Firth of Forth, at all ſeaſons of the year; and were there any trade of conſequence up this extenſive valley, would be worth the while, independent of a navigable communication between the two ſeas. One lock ought to be placed oppoſite Craigforth mill, and the other lock and dain at the ford of Frew ; this, with a little clearance of the ſhoal at Cardroſs, would make a navigable paſſage over the ſame. - From the mouth of the Keltie to Stirling, is about twelve miles, in a ſtraight line, but by the courſe of the river, appears to be more than twenty. It may ſeem that this might be helped, by cutting through ſome of the moſt remarkable loops, but the fur- face of the river lies ſo much within ſoil, that theſe cuts, though ſhort, would be re- quired to be ſo deep, that the advantage gained would be by no means adequate to the expenſe, nor would the making an entire new canal be ſo eaſy a matter as the ſeeming flatneſs of the valley would indicate, for, being interſperſed with moſſes and broad ſlades, where the burns come down, which are numerous, the ſurface of the moſs is elevated ſeveral feet above, and the ſlades depreſſed as many below the mean ſurface; ſo that what with extra cutting in ſome places, and extra banking in others, together with the works neceſſary in croſſing the burns to get rid of their waters in rainy ſeaſons, this work would be made very expenſive. From Stirling to Alloa, there is at preſent an open navigation, but through ſo winding a paſſage as is almoſt without a parallel, it being accounted four miles by land, and twenty-four by water : ſome of theſe loops, I apprehend, it would be worth while to cut, for the improvement of the navigation. - According to this deſcription, it meaſures by the courſe of the rivers, &c. from the ſummit of the bog of Bollat to Alloa, at leaſt forty-eight miles, and from Dumbarton - - to I 38 to the ſummit of the bog twenty-five miles, ſo that the whole courſe, from Dumbarton to Alloa, by the loops of the rivers, will be ſeventy-three miles; and it further ap- pears, that by the moſt direct paſſage that can be made, it will be at leaſt forty miles. ==== COMPARISON OF THE Two PASSAGES. FROM what has been already obſerved, it is manifeſt that the Loch Lomond paſſage is conſiderably further about than the Carron paſſage, and that it is at leaſt equally em- barraſſed with difficulties; the only point, therefore, in which a competition can be ſup- poſed, muſt be on account of expenſe. In order to bring this matter into a narrow compaſs, I will ſuppoſe the Loch Lomond paſſage to be done at the leaſt poſſible ex- penſe, in which caſe the diſtance, as before mentioned, will be ſeventy-three miles. The impediments being ſuppoſed equal, the difference of expenſe will lie in two arti- cles, viz. the difference of length of the artificial part of the navigation, and the dif- ference of the lockage. To reduce the difference of expenſe ariſing from the difference of length of the artificial part, to the moſt ſimple form, I will ſuppoſe in favor of the Loch Lomond paſſage, that the parts of the river to be made navigable, by means of dams, &c. to be the ſame expenſe as the ſame length of canal, though in general, this kind of work turns out more expenſive in ſuch embarraſſed ſituations. - - Miles. The length of the river Leven, in a right line, * * wº tº - 4. The river Enrick from Loch Lomond, to the S.W. corner of Dalnair Park, in a right line, 5 From hence to the point of departure from the Enrick, sº gºe mys 2 From thence by canal to the summit of the bog of Bollat, - - &E 1. J 12 From the summit of the bog of Bollat to the nearest part of the river Forth, near Offrings, 4. The cuts and dams upon the Forth being reckoned at one mile, will be greatly undervalued, I Total length of the artificial part in the Loch Lomond passage, gº ( ) 17 The Carron passage, II) C3 SUITCS tº . - ºn ſº * . 27 Difference of length of artificial navigation, in favor of Loch Lomond, • * > 10 . The I 39 - . . . . - - Feet Inches The perpendicular height of the summit of the bog of Bollat, above the neap tide high - water surface of the Clyde, at Dumbarton, gº º ºs †- 222 O The height of the summit of Dolater bog, above high water neap tides, at Carron shore, - I 47 Q Difference of perpendicular height, in favor of Carron shore, - º sº 75 But this difference of perpendicular height in point of lockage will be double, ſº tº emp 150 £. I cstimate the cutting at £1250 per mile, extra banking, bridges, tunnels, towing-paths, and contingent works, therefore ten miles will come to - gº º tº a 12,500 The lockage I estimate at £133 per foot, rise or fall, the difference being 150 feet, comes to 15,000 The difference of expense in favor of Carron, - - * tº . - £2,500 So that the Loch Lomond paſſage will coſt £2500 more than the Carron paſſage, is further about by almoſt forty miles, and will be attended with an additional loſs of time in paſſing, and expenſe in keeping between thirty and forty locks in repair. I preſume I have now ſaid enough on this head. FURTHER PARTICULARS relating to the Carron Paſſage. HAVING already given a general deſcription of the path by which the canal may be condućted from Carron ſhore to Barns of Clyde, it remains that I now enlarge upon ſome matters relative to this ſcheme, not yet ſufficiently explained. Firſt, As to the method of ſupplying the canal with water. The firſt and grand principle is to bring a ſufficiency of water to the point of partition, which is here in the middle of Dolater bog, between A and B fig. 2. not only to anſwer the ex- penſe of water in filling the locks on the paſſage of veſſels, and of the conſtant leakage’ that will always be, more or leſs, through the gates thereof, but alſo to make good any waſte that may happen by ſoakage through the banks, and into the ground where the canal is carried, above ſoil, or upon an elevated part of the country, or that may ariſe from the exhalations from the ſurface, by the ſun and winds in dry ſeaſons; and it is very evident that the ſupplies for all theſe purpoſes muſt depend upon the water brought to the point of partition till other ſupplies can be brought into the canal at a lower level in aid thereof. Now, the ſpace of canal that I look upon will chiefly depend upon the point of partition for its ſupply, will be from the falling in of Redburn, a little above Caſtle Cary Bridge, eaſt, to Inch Belly Bridge, upon the Kel- V1n, [ 40 l vin, weſt, which includes a ſpace of 74 miles; but before we can determine the quan- tity of water neceſſary to ſupply this ſpace, we muſt firſt determine the kind of veſſels propoſed to navigate this canal, and the tonhage of goods that may be ſuppoſed to be carried thereon. * - With this view I examined the ga boats, which ply upon the Clyde, and are ca- pable of navigating that Firth in all common ſeaſons, and which I apprehend by the ſame rule would navigate the Firth of Forth, between the canal and the port of Leith, if found requiſite ſo to do. I found that a middling ga boat of fifty-ſix feet long, ſtem and ſtern, ſeventeen and a half feet wide, and drawing four feet water, will carry at leaſt forty ton, and this I look upon to be the largeſt ſize that will be convenient for an artificial navigation. Now, ſuppoſe twenty of theſe boats paſs per day, at an average, in the dryeſt ſeaſons, that is, ten each way, and ſuppoſing them to go full loaded from the Clyde to the Forth, and half loaded from the Forth to the Clyde, they will carry 600 tons of goods per day, and 4200 tons per week; in which I reckon ſeven days: for though the boats ſhould not work on Sundays, yet, as the water will be amaſſing, the capacity of carriage, in point of water, will not be diminiſhed, which will alſo be the caſe, though they do not go regularly. But caſting off the 200 tons for accidents and diſappointments, and reckoning upon 4ooo tons per week, this will amount to 208,000 tons per year, excluſive of what may be further done, when the ſupply of water is unlimited. The lock duty, excluſive of freight, would, I appre- hend, very well bear five ſhillings per ton; but at two ſhillings and fix-pence, 208,000 tons, would amount to ºf 26,000 per annum ; from hence I would infer, that if we could furniſh water in dry ſeaſons for twenty boats per day, there will be water enough at the loweſt tonnage that can be ſuppoſed, to raiſe a much greater annual ſum than can be wanted for repairs, and to diſcharge the intereſt of the capital to be ex- pended thereon, and in all probability, more water than the trade can poſſibly want; but I would not have it inferred from hence, that becauſe the canal can carry 208,000 tons per year, that there will be 208,000 tons per year to carry ; conſe- quently, the price of tonnage muſt be fixed upon the probability of carriage, which I leave to the deciſion of thoſe who are better ſkilled than I am both in the general trade of this kingdom, and the particular trade of thoſe parts. ‘Now it is certain that every veſſel in its paſſage cannot require more than two locks- full of water, out of the canal of partition; one at its entry, the other at its departure, which locks-full of water, will either furniſh the ſame veſſel, or ſome other, with a paſſage through all the reſt; ſuppoſing them of no greater perpendicular riſe: I ſay, Cannot [ 41 | cannot require more ; becauſe, if two veſſels meet at a lock, one going down, the other up, they may both paſs with one lock-full; but ſuppoſing the worſt, that is, that every veſſel take two locks-full from the canal of partition, the ſize of the veſſels being as before mentioned, will require the locks to be fixty-four feet long, and eighteen feet wide ; and ſuppoſing the riſe at each lock to be three feet from the canal of partition, to Redburn one way, and to Inch Belly Bridge the other, the water ne- ceſſary for the paſſage of a veſſel will be 3,456 cube feet at each lock, at the extre- mities of the canal of partition, at A and B, and at both 6912, and for twenty boats 138,290 cube feet per day.—A well made lock will not leak above its own capacity in twenty-four hours, but as things cannot always be equally in order, we will allow two locks-full per day leakage, and as they may be miſuſed by the careleſsneſs common to watermen, we will allow two more on this account, amounting to 13,824 cube feet, which, added to the lockage, I 38,240 cube feet, makes 1 52,064 cube feet of water, to be expended in twenty-four hours. Now, within the limits before-mentioned, this will be the whole; for, in regard to ſoakage, as the canal will be carried in the ſink of the valley, and dug out of the ſolid, it will not be above the common drainage of the country, and therefore will be more likely to acquire water by cutting of ſprings than to loſe by ſoakage. In regard to exhalations, I have obſerved in reſpect to ponds, canals, and other ſtagnant waters of a competent depth, that had no ſprings, but yet were water tight, that in the greateſt extreme of the late dry ſummer, the loſs never amounted to above ten inches in their perpendicular heighth before they were repleniſhed by caſual rains: now I propoſe that every part of the canal ſhould be dug one foot deeper than the draft of the water of the boats, by which means the boats will have ſufficient freedom to their motion; and the canal will contain within itſelf a reſervoir or magazine for ſupplying the exhalations. - . - . The next point is, to enquire how this quantity of 152,064 cube feet of water is in dry ſeaſons to be collected, and brought to the ſummit of Dolater bog every twenty- four hours; and the firſt thing that preſents itſelf is the burn of Achinclough, which diſcharges itſelf into the bog as already mentioned.—This burn, according to infor- mation I received from the miller at Achinclough, is capable of furniſhing water in the dryeſt ſeaſons ſufficient to work his mill 4 hours per diem; now, from the quantity I found neceſſary to work the mill, this will amount to 89,343 cube feet per diem. The burn of Kylfith, by the ſame kind of examination, at Kylfith mill, I find will deliver 87,003 cube feet in the ſame time; the ſum is 176,346 cube feet that theſe two burns will furniſh in twenty-four hours in the dryeſt ſeaſons; that is, more Vol. II. G by [ 42 J by 24,281 cube feet, than as before required, which affords a ſurpluſage of ſeven locks- full per diem, to anſwer contingencies, beſides ſome other ſupplies that ſhall be mentioned. - - - r - The burn of Kylſith falls into the Kelvin a little below Achinvole, marked R. at a place about twenty feet below the ſummit of the bog, but as this burn comes down from the high ground, it can be intercepted and carried to the point of partition. The moſt eaſy and convenient way of doing this, will be to take it up at the tail of Kylfith mill, and carrying it eaſtward upon the declining ground, it will croſs the ridge of hills to the north-eaſtward of a place called Craigſtones, and fall into the Shawend burn; with which it can eaſily be carried to the place of deſtination: from an obſervation not very minute, it appears to me, that there is a ſufficiency of elevation to carry Kylfith burn overinto Shawend burn, from thetail of the mill ; but ſhould there, upon a more accurate level, prove ſcarcely enough, yet the purpoſes hereby intended would not be defeated, as there is a fall of between thirty and forty feet juſt above the mill, ſo that by raiſing the mill wheel, an additional fall of twenty feet might be gained from the tail thereof, without detriment to the mill.—Shawend burn is ſaid to afford ſome water in the dryeſt feaſons, and in common ſeaſons a conſiderable quantity.—At the eaſt end of the bog, at Wineford, a coal-pit drain diſcharges itſelf, which affords a conſtant ſupply of water, amounting to ſome locks-full per day: I have not, however, brought theſe ſupplies to account, becauſe, it appears from the preceding calculation, that the two burns of Achinclough and Kylfith are of themſelves ſufficient: I have taken notice of thoſe others therefore, as a means of ſupplying deficiency, if any ſuch ſhould happen to ariſe from unforeſeen cauſes. Nor are thoſe the only ones than can be ſo applied, becauſe, if it ſhould prove neceſſary, Redburn, which, together with Achinclough, forms the river Bonnie, a little above Caſtle Cary Bridge, may eaſily be brought to the point of partition; for the level of the ſurface of Redburn, at the point of confluence, is not more than twenty-three feet below the ſummit of the bog, and diſtant about a mile, and as Redburn is very rapid, it may be lifted ſo as to run to the point of partition, without going any conſiderable diſtance up the burn. This burn I look upon from inſpection, to be at leaſt as good as either Achinclough or Kylfith burns, ſo that, together with the reſervoirs for water that may be formed both in the bog, and in the hollows of the contiguous hills from whence theſe burns proceed, it does not admit of...a doubt but that nature has furniſhed the means of bringing as much water to the joint of partition as can poſſibly be wanted; and that by methods ſufficiently ſimple and eaſy. - - 6 * I have .* [ 43 I have mentioned that the ſpace depending upon the waters to be brought to the point of partition, is that between Redburn, eaſt, and Inch Belly Bridge, weſt; for at all thoſe places the acceſſion of waters, by taking an occaſional ſupply from Redburn into the canal on one hand, and on the other by taking in the Kelvin at Inch Belly Bridge, will not only contervail any deficiency by leakage or ſoakage, between their junétion with the canal and its termination each way reſpectively, but alſo to allow of one foot of greater height in the locks below thoſe points, to avoid too great a multiplicity thereof—By taking the Kelvin into the canal at Inch Belly Bridge, the whole colle&tion of little rills and ſprings that fall into the Kelvin below the level of Kylfith mill, (of which there are ſeveral conſtant ones) will be brought to account, and the commu- nication with the river Loggie, in croſſing the ſame at Kirkintilloch, will be an abſolute ſecurity againſt any defect in that branch below the ſame ; ſo that there is all poſſible certainty that the canal will be amply ſupplied from end to end. Secondly. Having now ſupplied the canal with water, it remains with me to ſhow how this is to be done without injury to the mills and otherworks upon the rivers Carron and Kelvin; which, below the mouth of the Bonnie on the Carron, and below Garſcud Bridge on the Kelvin, are not only valuable, but ſaid to be in want of water in dry ſeaſons. . In order to put this matter in a clear light, let us examine for how much water we have, by the preceding ſcheme, taken credit of the aforeſaid rivers ; and it will appear that we have taken the burns of Achinclough and Kylfith, with ſo much from the others as ſhall be wanting to make up the deficiencies of the former, in ſupplying the lower parts of the canal with water. - . For supplying the locks of three feet rise between Redburn and Inch Belly Bridge, we shall Cubic feet want as much as before estimated per day, ſº º ºm - 13S,240 Now, if the locks were proposed to be of three feet all the way, the same water would serve them quite through, but being proposed of four feet below those points, they will require an addition of one-third of the foregoing quantity, which will amount to gº | - 46,080 The leakage of the locks were before estimated at wº - * } tº . 13,824 * , * * Total required º ºg 198,144 The Achinclough and Kylsith burns supply gº & & ºn - . 176,346 Deficiency to be taken from Redburn, Kelvin, and Loggie - gº tº 21,798 which I 44 J which deficiency is nearly one-eighth of the whole quantity, ſupplied by the two burns ; that is, as thoſe two burns are ſaid to turn their reſpective mills, 4} and four hours, which is together 84 hours, as much water muſt be taken from the other rivulets as will turn a common burn mill, with an overſhot wheel, a little more than an hour, in order to make good the ſurpluſage above the two burns. - I have not brought the exhalations, and ſoakage through the banks, into the above ac- count; for, with regard to exhalations, as the whole is propoſed to be dug to an extra depth, in order to take in a ſurplus quantity of water in time of rains (at which times the mills have water enough to ſpare), this may be laid out of the account: and in regard to foakage, though a ſupply for that purpoſe will be wanted from the burns, yet as that will return again into the rivers, it is not loſt to the mills ; and though ſome part of the ſoakage may fall into different valleys, yet as it muſt be expected, that the rills and ſprings, which will be interſe&ted by the canal, that uſed to run into thoſe valleys, will counter-balance the ſoakage of theſe parts of the canal, there will ſtill be no water loſt to the mills on account of ſoakage; the quantity then that we are to reſtore, is the value of the two burns, one equal to Achinclough, and the other to Kylfith, and one eighth part more of each reſpectively; and this may be done by intercepting and turning ſome waters that fall into other rivers, into the Carron and Kelvin. Having, for this purpoſe, examined the country, I find that a part of the river En- rick, near its ſource, may be intercepted a little above a place called Randeford, which, being carried to the weſt of the ruins of St. John the Graham's caſtle, and paſſing by a place called Bog Side, through a moraſs, lies nearly upon a level between the two rivers will fall into the Carron; the place is marked in the general map, fig. 1. with a line A. The waters of Enrick, at the point where it is propoſed to be turned, appear to be more than double thoſe of the burn of Achinlough; but if unforeſeen occaſion ſhould happen to require a further ſupply, it may be procured by turning the upper part of the burn of Gonakin into Carron, which riſes from ſprings in Campſie Fells, and now falls into Enrick; this is marked with a dotted line B. With reſpect to Kel- vin, the water of Glazert, which falls into Kelvin, and the water of Blain, which falls into Enrick, have their ſource near the ſame place, there being a continued flat valley between them, like the Kelvin and Bonnie : near the point of partition of the waters, is a remarkable caſcade, or cataraćt, called the ſpout of Ballagin, marked D, which, falling from the ſouth ſide of Campſie Fells, immediately forms a conſiderable burn, whoſe general courſe is into the waters of Blain, but is ſo critically ſituated, that in time of floods, a part of its waters is ſometimes diſcharged into the Glazert, and with a very ~ I 45 J very little trouble would be made to do ſo conſtantly ; this is marked in the general map by D. This burn appears equal to the burn at Kylfith mills, and, therefore, may be ſubſtituted in its ſtead; and the eighth part thereof ſtill wanting may be made good by intercepting a number of ſprings which iſſue out of the hills on both ſides at a ſufficient elevation to be carried over the point of partition into the Glazert, which now falls into the waters of Blain. Thoſe ſpings may be intercepted on the north fide, if occaſion ſhould require, almoſt as far as Duntraith. To this method of ſupply it may poſſibly be objećted, that in order to re-pay the mills on Carron and Kelvin, I have robbed thoſe on the Enrick and Blain : but here I muſt obſerve, that where there is more work than water, to take away a part thereof, though ſmall, is a proportionable loſs; but to take away a ſmall quantity of water, where there is much more water than work, is no loſs at all. Upon the water of Enrick and Blain, there are no mills of any conſequence; the moſt conſiderable are thoſe at the Pot of Gartneſs, Y, which, as I am infomed, are far from being fully worked, and, if they were, as a conſiderable part of the fall there is unemployed, their power might be greatly increaſed, though the quantity of water were a little dimi- niſhed; and it muſt be remembered, that the whole quantity wanted hence, is only an equivalent to Achinclough burn, and one-eighth more, which burn turns an overſhot mill 4# hours per day; whereas the river Enrick, at the Pot of Gartneſs, is a conſiderable river, and has a fall there, as before obſerved, of between thirty and forty feet. However, to cut off all altercation reſpecting mills, the truſtees to be appointed for the execution of this ſcheme may ſafely engage to give the mills on the Carron and Kelvin as much water in dry ſeaſons as they take away, and to make good all damages that may accrue to the others. I ſhall now more particularly deſcribe ſome things, which, though hinted at in the general deſcription of the Carron paſſage, have not been fully explained. Thirdly. The ſize of the canal I propoſe to be twenty-four feet in the bottom, and the ſides to be ſloped at a medium, in the proportion of five to three ; that is, for every three feet depth to widen five feet on each ſide, or ten feet on both ſides; to be five feet deep of water, and at a medium ſeven feet deep within ſoil, ſo that its mean width at the ſurface of the water will be forty feet eight inches, and to be made wider in convenient places, and at proper diſtances, for veſſels to paſs eachother. To make the canal leſs for boats of 174 feet wide, drawing four feet water, would make them draw hard, and to make it larger, would induce an unneceſſary expenſe. The locks I would propoſe not to exceed four feet riſe at each, in order to ſave water in working them, and if made with leſs riſes, would be too troubleſome on account of . their - [ 46 | their number; only between Redburn and Inch Belly Bridge, as water may there be more ſcarce, I have propoſed them of three feet riſe each. w The ſeveral hollows that the canal will interſe&t in its paſſage from Camelton to Caſtle Cary Bridge, I have propoſed to paſs by banking acroſs, ſo as to raiſe the water in the ſame up to the level of the canal: the deepeſt of theſe is the firſt to the weſt of Camelon, marked G in the plan of the canal, fig. 2. which is about eighteen feet deep in the deepeſt part, and ſeventy yards wide at the top, the others are leſs con- ſiderable, except at Bonnie mill, which I have propoſed to croſs on arches, this will be about thirty feet deep, and ſeventy yards wide at top, but the arches need not extend above thirty yards, the reſt may be done by wharfing and banking. The aquedućt bridge that will be wanted in croſſing the river Bonnie juſt below Caſtle Cary Bridge, will be neceſſary, not on account of the depth of the valley, but to give the river a free paſſage under the canal ; four ſmall arches of ten feet each, will here be ſufficient; but if it be thought more eligible in the execution, the croſſing the river may be effected by forming a dam or weir acroſs the river Bonnie, but this will deſtroy the fall of Caſtle Cary mill. From hence to Dolater bog there are no difficulties. The canal of partition extending about 1% mile between the two locks at its extremes, marked A and B in the plan, I would propoſe to be dug out fifty feet wide at bottom, with ſlopes as before, which will form a reſervoir for water, capable of holding three days ſupply upon a foot in depth: this is as much as can be wanted, eſpecially at firſt, till the canal has got a large trade upon it, and if anything further ſhould appear neceſſary, eſpecially after the Redburn is brought to the point of partition, I would adviſe it to be done by banking in a part of the bog, by which means it will be formed ſufficiently high to yield its contents into the canal of partition by a ſluice, as occaſion may require ; there will be here included a ſpace of twenty Scots acres, which, at four feet deep, will contain a ſupply of twenty-five days. . . " * From hence to Inch Belly Bridge there is no difficulty. Below this bridge I propoſe to put a dam at K, in order to force the water at a proper elevation into the canal KL, which is intended to drop into the Loggie above the mill-dam at L; which dam will again force the water into the canal LM, and which, by proper locks, condućts us into the river at Calder Bridge. A little below this bridge, in like manner, I propoſe a dam or weir M, to throw a proper body of water into the canal M N, by which we are con- dućted to the Allander, where the two paſſages divide, by either of which we may paſs upon the ſame level into the valley leading down to Graſcuddon, one up the Allander, - - - • the I 47 | the other by Canny's burn into St. German's Loch; a little below which, both paſſages would unite in the ſame point at O. It remains, therefore, to give a reaſon, why, of the two paſſages, I prefer the latter. -- For this purpoſe, having taken a level from the ſurface of the water of the Kelvin, juſt below Calder Bridge, to the ſummit of each high ground, I found them to differ but inconfiderably in their perpendicular height, the ſummit of the high ground by the Allander paſſage being thirty-two, and that by the Canny's burn paſſage being thirty- three feet above the ſaid water: I likewiſe upon examination found the baſe of the hill in the Allander paſſage, to be a mile and a half, or twelve furlongs, that would require an extra depth of cut; ſix furlongs of which would be above fifteen feet deep: whereas, in the Canny's burn paſſage, the whole length that would require extra cutting is not above 23 furlongs ; and there is not quite one furlong that would be above fifteen feet deep. If nature had furniſhed no other paſſage than that of the Allander, ſomething might be done towards leſſening the expenſe by retrograde locks, but as this would cauſe hindrance of time, as well as an additional coſt in the article of lockage, there appears to me no way by which it can be done either ſo well, or ſo cheaply as by the Canny's burn paſſage. Where the depth exceeds fifteen feet, which will not be above two hundred yards, I would propoſe the paſſage to be by a vault under ground; and though the matter of the hill ſeems to be a looſe gravel, yet I apprehend the means are not very difficult by which it might be perforated. I would begin at an end and open the ground from the top, the ſame width I intended it at bottom, that is, eighteen feet, like the locks,' with an allowance for the thickneſs of the walls; and cutting down the ſides perpen- dicular, would ſhore the ſame from ſide to fide with boards, beams, and braces, of ordinary Scotch fir, theſe keeping up the matter till the arch is built, the ſhores that are above the arch may be taken away, and replaced as the work advances, and the croſs braces that interfere with the walls of the arch may be walled in, and afterwards cut out when the whole is completed. From St. German's Loch, I would carry the canal upon the decline of the hill upon ſuch a level, as, with a little extra cutting, to paſs the high ground that lies on the ſouth of the mill-dam of Graſcuddon; this I propoſe, in caſe it ſhould not be agreeable to the lord of Graſcuddon to carry the navigation through this dam; which is an ornamental piece of water, with planting and walks round it; otherwiſe this part of the canal will be more eaſily done by paſſing through this piece of water.—From Graſ- - - cuddon – I 48 J cuddon mill-dam there is between twenty and thirty feet fall in a little ſpace, but from thence to the Clyde the ground lies upon a gradual deſcent, in which there is no difficulty. At entering the Clyde, a jetty, formed of rubble ſtone, may be neceſſary to keep clear the tail of the cut. - - Fourthly. With reſpect to the number of locks: this depends upon the perpendicular height of the whole, and the perpendicular riſe propoſed to each lock.-The perpen- dicular riſe of the whole I make to be 147 feet, from the high water ſurface at a neap tide at Carron ſhore, to the ſummit of Dolater bog. But as I would propoſe to keep the ſurface of the canal ſomewhat below the ſurface of the land there, we will call the perpendicular aſcent 145 feet. In this I cannot pretend to be exačt, for the violent ſqualls of wind and rain that occured the whole time of the ſurvey, made it exceedingly difficult and troubleſome to manage any inſtrument for this purpoſe: it is poſſible I may have erred ſome feet in the whole perpendicular, but as from the direction in which the wind generally blew, I am inclined to believe that what error there may be, is by exceeding the truth, if it ſhould be found, upon re-examination, to be five feet leſs than I have made it, (or even double that quantity,) it will make no alteration in the general deſign, nor produce any other effect than the ſaving ſo much in the lockage of that perpendicular ; and hence it appears, that an exačt knowledge of the perpen- dicular is not at preſent neceſſary to determine the praćticability of the ſcheme. It may likewiſe be queſtioned, whether the perpendicular elevation of Dolater bog be the ſame above the Firth of Clyde, as it is above the Firth of Forth; and it is poſſible it may not ; but as water undiſturbed naturally places itſelf upon a level, and as the diſturbing cauſes, viz. the wind and tides, frequently act in oppoſite direétions, we may be aſſured that the mean height of the two ſeas is not ſo different as to make any material difference in the ſcheme propoſed. Accounting therefore the per- pendicular height both ways 145 feet, we ſhall have the number of locks as follows: , *~ s No. of locks'. From Carron shore to the intended level of the canal above Camelton, I make to be 108 feet, which, at four feet each, requires ſ & sº tº tº e tº 27 From thence to Castle Cary Bridge, the canal being upon a level, will require none, but from Castle Cary Bridge to Redburn, there is a rise of sixteen feet, which, at four feet each, will take dº • ~ º tº- - . . - - 4 From Redburn into the canal of partition, being twenty-one feet, at three feet each, will require º - fº = • ſº tº - - - : No. of locks from Carron shore to the point of partition - , - º From £ 49 "... */ - - - No. of Locks. . . . . . . . . . . . . . . . . . . . . . . . . . Brought over - 3s From the canal of partition to Inch Belly Bridge, I estimate the fall at thirty-six feet, this, at three feet each, will take - tº * > º tº gº ſº 12 From thence to the Clyde there will remain 109 feet, which, at four fect each, will take •º 27 Number of locks in the whole ... • - tºº , ºt tºº ſº 77 N. B. The above is the greateſt number that can be required, for if in the execution it ſhould appear, that the ſupply of water ſhould turn out more liberal, or a leſs number of veſſels expečted to navigate, than I have ſuppoſed, then ſome expenſe may be ſaved by making the riſes of the locks greater in general; and without preſerving a ſtrict equality, by which means they might be made more readily to ſuit the ground: it muſt, however, be obſerved, that the higheſt lock determines the quantity of water to be uſed: for were there but one lock of eight feet in the whole colle&tion, this would occaſion as great a conſumption of water, as if they were all of the ſame height; unleſs an extra ſupply could be brought to this lock, to ſet againſt the extra quantity. Fifthly. Wherever the canal is by banking held up above ſoil, that is, above the natural ſurface of the land, it is propoſed to cut back drains behind ſuch banks, to receive any leakage that otherwiſe might hurt the adjacent ſoil, and to conduct the ſame to ſome common water-courſe ; alſo to lay tunnels under the bottom of the cut to communicate ſuch water-courſes acroſs the ſame as require to be preſerved, or whoſe elevation may not ſuit to be brought into the canal. Alſo to make bridges in proper places over the canal, for communication between ſuch properties as ſhall be ſevered by the ſame, and to make gates upon the towing-paths between every fence, and double gates, if required, for the diviſions between different properties, with over falls in proper places for diſcharging the overplus waters, and whatever elſe may appear neceſſary for preſerving each perſon's property as nearly as may be in the ſame ſtate as before the execution of this projećt. & Sixthly. It is very-difficult, if not impoſſible, upon one ſurvey, to take in every view of a ſubjećt ſo complicated; I therefore confider what I have reported as ſhewing the general pračticability of the propoſed ſcheme, with one method of executing the ſame ; Vol. II. g . H • but [ 5o I but as it is moſt probable that many improvements may be made whenever it is re- conſidered for execution, the truſtees appointed ſhould be inveſted with ſufficient power for doing whatever might appear neceſſary. . ESTIMATE of the EXPENSE. - - 2.É. The canal being twenty-four feet mean widthin the bottom, and seven feet mean depth, with slopes as five to three, the width at top will be forty-eight feet, and mean width thirty-six feet, will contain twenty-eight cube yards in each yard running, and in a mile 49,280 cube yards of digging, which, at 3d. per yard, come to £616 per mile, and for twenty-seven miles in length, to - cº --> tº - gº º { 0 16,632 To extra digging in the canal of partition, to make it fifty feet bottom, 53,308 yards, at 3d. 667 For extra work in making several passing places, and some additional measure in turning the angles, allow upon the whole the value of one mile, - - [ _ tº 616 The canal being forty-eight feet top, allow the same width for the banks on each side, that is, forty-eight yards in breadth over all, which makes in one mile 84,480 square yards, which is I5+ Scotch acres nearly; and for twenty-seven miles, 418; aeres, which, supposing them - to be purchased at a medium at £20 an acre, come to - tºº º 8,370 N. B. The greatest part of the tract is corn ground, but as there is a considerable quantity of pasture and moor grounds of small value, and the banks being possessed by the owners of the respective lands, are generally supposed to be of half value, I suppose the above price, at a medium, may be sufficient, if otherwise, the extra value must be added. - Besides what is immediately occupied by the canal and its banks, land will be wanted for - conveniences, trenches, reservoirs, &c. which in the whole may amount to twenty acres, 400 The number of locks being seventy-seven, £400 each, amount to - - - 30,800 To extra digging in passing a narrow gripe, between two rising grounds a little to the south- westward of Mungull's house, - • wº - º - 100 To extra banking across six haughs, or hollows between that place and Bonnie mills, at an - average 36100 each ſº - - - tº- º - 600 To an aqueduct bridge in passing Bonnie mill burn, and extra banking up the same, with an over-fall for discharging the overplus water of the canal, - - - - 1000 To extra work in passing Seabeg’s wood, Trannock burn, Acre burn, and some other haughs and risings, from thence to Castle Cary Bridge, - § - - " - " - 400 To an aqueduct bridge for passing the river Bonnie near Castle Cary Bridge, and extra banking there, - tº gº tº º tº L. 9 - 800 3660,385 To [ 51 I * as Brought up To a shuttle for taking in water, as occasion may require, from Redburn, and an over-fall for discharging the overplus water - • - †º ºr sº To two miles of trenching, in bringing Kylsith burn, together with Shawen burn, into the canal of partition, which, at one shilling per yard running, comes to £176; and allowing seventy- four pound for extra cutting, with such small tunnels and bridges as may be wanted under and over the same, together with a shuttle and over-fall for taking in the water, and discharg— ing the superfluous ditto, this work will come to wº & P º º tº To building a dam or weir across the Kelvin below Inch Belly Bridge, with proper shuttles for - drawing the water off occasionally tº e tºgºs ºp º Yºs tºº To building a ditto below Calder Bridge • • gº •ºss * > &= - To an aqueduct bridge for crossing the river Allander, and extra banking there &º º To extra work in piercing and vaulting a passage through the high ground, between Canny's sé60,385 20 500 500 3()() burn and St. German's Loch * & tº • wº *\ dº- To extra work in passing Grascuddon sº tº- tº º - c tº º To extra work in making a jetty to defend the mouth of the canal, and clearing the passage into Clyde •º was tº tº º : a - • -wº To five public road bridges, viz. at the road from Falkirk to Carron, at Camelton, at Castle Cary, at Canny's burn, and a Yocker, at £100 each tºº tº tº a - To twenty-one bridges, where the lesser roads intersect the canal, at seventy-five pounds each To private bridges that may be wanting for preserving the communications between the lands, No. 28, making, with the public road bridges, at an average, two in a mile, at fifty pound each tº a gº 6 º' º tº- º 2 tº tº º mº To thirteen large tunnels for communicating the lesser brooks under the canal, at forty pounds each gº ſº- tº C. : * * > tº º ( . tº g ºn aſ a To sixty-eight small tunnels for preserving water-courses, making, together with the large ones, at an average, three in a mile, at ten pound each - - - {- 3 & To making towing-paths, back drains, gates, towing-bridges, &c. at per mile, twenty pounds To bringing the water of Enrick from a little above Randeford, into Carron º º To bringing the burn of Ballagin, with some springs rising out of the hills to the west of the spout of Ballagin, into Kelvin - - g - tº = To temporary damages to lands and mills, impediments and works, unforeseen accidents, engines, utensils, and supervising • - {º tº J o - Total 1900 100 080 540 150- 100 10,000 2678,970 • APPENDIX. • - a r *. I 52 J APPENDIX. AS the nobleſt work of the kind that ever has been executed, viz. The Canal Royal of Languedoc, has been generally eſteemed not to anſwer the expenſe, this will un- doubtedly be made an argument againſt the preſent propoſition, I ſhall therefore oppoſe ſome matters of fact relating to the French canal by way of parallel. Canal of Languedoc. Length of the canal between Port de Cette, on the Mediterranean, and Thoulouſe, is 1.52 Engliſh miles, beſides a river navi- gation from Thoulouſe to Bourdeaux, which is above Ioo miles more, ſo that the whole length of inland navigation is above 250 Engliſh miles between the ſea ports. Suppoſe the veſſels make way, at an average, I # miles an hour, the paſſage will take fourteen days of twelve hours each. The perpendicular height of the point of partition is 639 Engliſh feet above the two ſeas. The canal is navigated by Ioo locks, of above eight feet riſe each. The expenſe of this undertaking has been ºf 612,500 ſterling. ſeventy Engliſh miles. Canal propoſed between the Forth and . Clyde. Length of the canal between the Garron ſhore and Barns of Clyde, is twenty-ſeven Engliſh miles. Sea veſſels going up to Carron ſhore, and to Dumbarton, the diſ- tance of which by the canal will be thirty- three miles, but reckoning from port Glaſ- gow to Leith, the diſtance will not exceed Suppoſe the veſſels to make way, at an average, 1% miles per hour, the paſſage will be but four days of twelve hours each. The perpendicular height of the point of partition in the propoſed canal, is 145 feet. - This canal is to be navigated by ſeventy- ſeven locks, of between three and four feet riſe each. .* The expenſe of this undertaking is eſ- timated at 2678,970. This [ 53 J This work is ſtill incomplete, by reaſon This canal drops into the rivers Carron of ſhoals in the river Garonne, below Thou- and Clyde, in the tides way, in places where louſe, which, in dry ſeaſons, greatly in- there will be no obſtrućtion to the veſſels terrupts veſſels, to carry the canal below propoſed to navigate the canals in the which, as the only remedy, is eſtimated to dryeſt ſeaſons, at high water, to proceed coſt £43,750. e - upon their voyage to their reſpective ſea - ports. Now, if it may be admitted, that as great a trade is likely to be carried on between the Forth and Clyde, where the ſea navigation is long and dangerous, the inland ſhort and eaſy, as between the Gulf of Lyons and the Bay of Biſcay, where the ſea navi- gation is open at all times, though long; the inland navigation tedious, and, at ſome times, almoſt impaſſable for want of water over the ſhoals in the river; the inference is very plain; that the ſame tolls which will hardly keep the French canal in repair, will make this a very beneficial undertaking to the Britiſh adventurers. POSTSCRIPT. Firſt. On further conſidering the matter of the oregoing report, I am of opinion, it will be eligible to carry Redburn into the canal of partition, not as a ſubſidiary expe- dient in caſe of need, but to be applied in the firſt conſtruction; the charge thereof will be amply recompenſed by the omiſſion of five locks between Redburn and Inch Belly Bridge; for the three feet locks propoſed in that diſtrićt may then be four feet, the ſame as all the reſt ; and it will appear from what has been ſaid above, that the water expended on the whole, will be preciſely the ſame: ſo that then the number of locks will be thirty-ſix each way, and in the whole ſeventy-two. Secondly. Since the foregoing report, with the preceding article, by way of poſtſcript, was delivered to the honorable the truſtees for fiſheries and manufactures in Scotland, Mr. Smeaton has diſcovered that, notwithſtanding the care and pains he took to be cor- rećt, he has committed an error, in ſuppoſing the Scotch chain, with which the mea- ſures of the length of the trađt for the land were taken, to conſiſt of ſeventy feet each, whereas, in reality, it conſiſts of ſeventy-four, this difference will not, however, in any reſpect affect the general principles upon which the preceding ſcheme is built, nor the eſtimate in any articles, except where the length of the canal is concerned. This length now appears to be 283 miles inſtead of 27, as before ſuppoſed, and this addition of I 54 l of 13 mile, will affect the eſtimate in the whole ºf 1322. Ios, but as by the foregoing article of poſtſcript, there will be a ſaving of at leaſt ºf 1600, the eſtimate upon the whole will be rather leſs than greater, in which there is ample allowance for contin- gencies, N. B. The true meaſure of the canal is 2010 Scots chains, which, at ſeventy feet per chain, comes to twenty-ſix miles, five furlongs, ſeven poles, 4}, this, for a round number, was called twenty-ſeven miles, but at ſeventy-four feet to the chain, makes almoſt 283 Engliſh miles. - J. SME Aton. Comparative ESTIMATE between a canal from Forth to Clyde, for veſſels of forty tons, and for thoſe propoſed in the contračted ſcheme. 36 s, d. Estimate, as it stands in Mr. Smeaton's report tº - sº ſº 79,970 O O To this add the expense upon additional length, as mentioned in the postscript tº a 1,322 10 O Sum total 82,292 10 O Deduct as follows: Saving in making of thirty-six locks, of eight feet high, instead of seventy-two of four feet - - * > * , - - º - 9,200 0 0 Saving by half a foot depth of canal * † tº tº ſº • 1,678 O. O Ditto, by extra digging, in widening the canal of partition, which, as there will be plenty of water in proportion to the work, will be unnecessary wº * - - 667 0 O 11,545 0 0 68,647 10 O Saving, by making thirty-six locks of ten feet wide instead of eighteen, at £75 each 2,700 O O Ditto, by making the canal twelve feet narrower, and one foot shallower, than supposed in my estimate, by which means it will be equally accommodated to boats of nine and a half, as I have supposed for seventeen and a half tºº tº * , º 8,076 O O ... • 10,776 O O ºmmiss-mm--- Saving [ 55 1 Brought over Saving, by purchase of lands, the whole width being thirty-two feet instead of forty- eight, one-third must be deducted, amounting to • tº - Ditto, by bridges, tunnels, and other extra articles, amounting in the whole to £9,095, one-sixth thereof I suppose will be saved tº . * º tº The reduction of several articles, as before s - • * , Reduction of £10,000 allowed for coatingencies, in proportion to the above reduction The first estimate reduced on account of water s ge tºº * - sé 3, d. 10,776 O O 2,918 10 O 1,516 O O 15,21 1 0 0 15,211 o 0 . 2,594 o 0 17,805 O O 68,647 10 O Difference in the value of a canal, according to the dimensions proposed for a little one 3650,842 10 0 t- This sum is £100 too little, but was so delivered in. { QUERIES [ 56 J QUERIES propoſed by the Right Honorable Lord Cathcart. 1. Is not the beſt way to render the Leven navigable, the removal of a bar where it iſſues out of Loch Lomond, which would lower the lake ten feet perpendicular, and reduce the fall into the Leven ten feet, which would facilitate the making two locks and and dams to complete the navigation ? - - - 2. Is it not probable that the grounds gained off the lake in this manner would do more than anſwer the expenſe of removing the bar 2 and is not f:4,125, a proper charge for ten feet of lockage, and two and a half miles of artificial navigation in the Leven : . . . - 3. Is it not probable, that were the channel of the Forth ſtraightened from Alloa to Offring, the tide would riſe to that place, as it is but eight feet above the level of the preſent neap tide above Stirling Bridge, and the tide which comes from Leith to Alloa, in three quarters of an hour, takes the ſame length of time to go up to Stirling Pier, which is not four miles in a ſtraight line, and a quarter of an hour from thence to the Bridge which is but a few yards when ſtraightened? And would not the ground gained by this operation in all probability anſwer the expenſe of it? Theſe rivers, made navigable either by the method propoſed, or ſome better expe- dient, it is to be conſidered, how the junétion of the two ſeas can beſt be made; whe- ther, by the Carron canal, or joining the Forth to the Enrick and Leven, or by carrying goods over land from Forth to Enrick - Is it not better to cut a canal from the upper part of Leven to Oatter along the ground, which will be uncovered by lowering the lake, than to navigate the lake, which is tempeſtuous, and the Enrick, which will be difficult to enter at the mouth, after the lake is lowered 2 4. Does it appear impoſſible to run a level drift from that part of the Enrick where he propoſed to inſert his canals under the ſummit of Bollat, and iſſuing out of the hill on the ſide next the Forth, and pointing towards Cardroſs, the ſaid drift not exceeding two miles in length, and gaining one hundred and twenty-nine feet of perpendicular height? . . s The [ 57 J The reaſon for believing this poſſible is the deſcription of the ground in Mr. Smeaton's report, which ſays, the diſtance from the Enrick to the ſummit of Boliat is one mile, the height one hundred and twenty-nine feet; that from the ſummit the ground falls towards the Forth, and it is apprehended in a proportion not unlike that in which it riſes from Enrick; in that caſe the drift would be the baſe of a triangle, the ſides of which would be two miles, and therefore would itſelf be leſs than two miles. 5. Might not two hundred and two feet of height be ſaved by a drift of four miles from the level of Oatter, and coming out ſomewhere in the channel of Keltie burn ? 6. What ought the dimenſions of ſuch driffs to be, in order to carry the canal through the hill at one or the other of theſe points, and what, at an average, might be the expenſe 2 The rubbiſh will certainly be drawn up to the ſurface through pits made for that pur- poſe, which will not be deep; and, therefore, it is apprehended, the length of the drift ought not to increaſe the proportion of the expenſe; it is alſo imagined, in ſuch a drift, a towing-path would be unneceſſary. 7. Would it not be a ſhortening of the navigation, both in the Bollat and Oatter paſſages, to join the Forth at Cardroſs, rather than Offring 2 8. Suppoſing that the public, or that private adventurers were to undertake the Carron canal, how long would it probably be before the ſaid canal could be navigated, and what would be the tolls, or rather, what would be the ſum of the toll neceſſary for re-imburſement and repairs 2 9. Suppoſing the Oatter paſſage to be undertaken, how ſoon would it be praćtiſed ? - - *g. Io. If the Bollat or Keltie paſſage were to be made choice of, the Oatter paſſage would be a part of either; but though the Carron paſſage were pitched upon, would the temporary advantage, and the eventual reſource of the Oatter paſſage, in caſe of accidents in the Carron canal, together with the toll which would ariſe from it before the Carron canal could be finiſhed, be proper and ſafe motives for laying out .812,ooo upon it : - . - 11. How many men and horſes are required to draw a ga boat of forty tons : Vol. II. - I ANSWER I 58 I ANSWER to the queries propoſed by the Right Honorable the Earl of CathcART - to John SMEAroN, engineer. . . . . . . TO the firſt. I apprehend it would be a very diffieuka, d;expenſive piece of work to deepen the channel of the Leven, ſo as to reduce the water of Loch Lomond ten feet, becauſe the water of the loch is not held up by any one ſingle ſhoal, but by a ſuc- ceſſion of ſhoals from the mouth of the loch, to within a mile of Dumbarton, all of which I apprehend muſt be deepened in different degrees, in order to produce the deſired effect. There is indeed a bar or ſhoal in the mouth of the lake, which would pen the water, in caſe the ſhoal next below the boat of Balloch was removed, which now pens the water over the ſhoal at the entrance; and from the extenſion of width in that place, the water is nearly ſtagnant : but ſuppoſe both theſe ſhoals removed, the water would ſtill remain penned up by the natural bottom of the river, which is in general ſhallow from thence quite to the tides way; and ſuppoſing the whole cleared away to ten feet below the uppermoſt ſhoal, unleſs the ſe&tion of the river were very much increaſed, the natural declivity of the ſurface, requiſite for diſcharging ſo great a quantity of water, would ſtill produce a pen upon the water of the loch. - The deepening of rivers for any extent I have found a very tedious and expenſive piece of work; and, in ſhort, I ſee no means of reducing the water of the loch at the ſame, or, indeed, any thing near the ſame expenſe, as making it navigable by locks and dams. - - --~~ Secondly. How far it might anſwer with reſpect to the drainage of the bordering lands, I cannot be a judge, unleſs I know the quantity and value of the lands that would be uncovered by a certain number of feet redućtion, having never ſeen any part of the coaſt, except about the mouths of Leven and Enrick; but it is probable that if a quantity of land were drained hereby, the land-owners would, with great difficulty, be brought to pay for the improvements: £4,125 is the average expenſe of ten feet of lockage for 24 miles of artificial navigation; but I am of opinion, double that ſum would not draw off ten feet water from the ſurface of the loch, nor would this lockage be ſaved, if the navigation were carried further, for what is ſubtracted below muſt be added above. - Thirdly. But I apprehend the gained lands would by no means defray the expenſe of making the cuts; becauſe it would be ſome years before the old loops would be- . COſne [ 59 J come land, and a good deal of preſent land would be converted into water; beſides, the great depth of cutting required, would make the work turn out a greater expenſe than the making a new canal for navigation only from Offrings to Alloa. This may appear at firſt ſight a paradoxical poſition, but if it be conſidered that the ſurface of the water in the channel of the Forth, above Craigforth mill, is in general ten feet within ſoil, and I ſuppoſe in general twenty feet depth of water; the new cuts would in general be twenty feet deep to make them equivalent with the old river, which I take from view to be eighty feet wide at a medium, and as I ſuppoſe at leaſt one-third muſt be new cut to make it tolerably ſtraight, the expenſe would be much greater, width and depth conſidered, together with the drainage of the water, for what lies below the river's ſurface, than digging a new canal ſufficient in width and depth for the purpoſes of navigation only. It perhaps may be imagined that digging the cuts of ſmall dimenſions, and down to the water's ſurface at firſt, may ſuffice, and that the current will wear out the cores below water, and widen the channels; but though this might be the caſe between Alloa and Stirling, where the tide runs ſlow, yet above it would be ſo checked by thoſe narrow obſtrućtions, that the water being obliged to follow chiefly the old courſe, would be ſpent in the meanderings, and the propoſed effect deſtroyed, and as the reflow of the waters from the country would in like manner take that courſe which upon the whole would be eaſieſt ; it would probably be many years before the new cuts would be wholly converted into a current river, unleſs the old. loops were entirely ſhut up by dams, which would ſtill greatly increaſe the expenſe. 4th, 5th, 6th, and 7thly. It is difficult to ſay what cannot be conquered by art, induſtry, length of time, and unlimited expenſe, except ſuch things as are impoſſible in nature, of which kind I do not reckon the piercing the hill of Bollat, or that between. Lomond and Keltie, with a navigable paſſage, but this kind of work generally turns out ſo very expenſive, and ſo very uncertain in its expenſe, that I think it ſhould not be undertaken but in caſes of abſolute neceſſity. That it will be a great and expenſive work to make a navigable canal, which muſt be at leaſt twenty feet wide, and at leaſt two miles under ground, we are very ſure, and the moſt eligible caſe of it is where there is a free ſtone rock ſufficiently ſoft to make it work eaſy, and ſufficiently compačt to make it ſtand without ſupporting; in caſe it is ſofter, ſo as to make it neceſſary to arch it, it greatly adds to the expenſe, but in caſe it ſhould prove gravel, or any other looſe kind of matter, it will be very difficult to get it to ſtand, 'till it can be ſupported by an arch ; and if a running ſand, ſo far as I am acquainted, impoſſible, without opening it fom the top, which, though not impračticable at a great depth, is exceſſively * expenſive;, [ 6o I expenſive: on the other hand, if it ſhould turn out a hard whinſtone rock, ſo as not to be worked without blaſting, the work would not only go on very ſlow, but vaſtly expenſive, one furlong of which, or a running ſand, might overſet the undertaking after the reſt had been ſucceſsfully executed.—Drains for coal-pits or mines are much more eaſily managed, becauſe, being of ſmall dimenſions, if of ſoft matter, they are more eaſily made to ſtand till ſupported, and if of middling or hard, there is leſs II latter to Cut, In the canal of Languedoc, a hill was pierced for the navigation to paſs, and made wide enough for a horſe-path by the ſide of it. The paſſage was pierced through a ſoft rock, thought at firſt ſufficiently firm to ſtand by itſelf, but has ſince been obliged to be ſupported by an arch, as I have been informed; what might be the coſt of it I know not, but this is certain, that though the extent in our meaſure be not above 256 yards, yet it is accounted one of the prodigies of that very expenſive undertaking. The Duke of Bridgwater has lately made the drain of his colliery navigable, and it is carried upon the ſame level as his canal; but the ſubterraneous navigation is only 54 feet in width; and they were near two years in advancing it half a mile, though no part of it needed blowing: yet many parts were obliged to be ſupported by walls, and an arch of brick: what the particular expenſe has been, I have not been informed, but imagine it not a trifle, nor is it in any degree to be compared with one near four times the width.--To pretend to give an eſtimate for a work of this kind without any data of quality of ſoil, which it is not eaſy to know before hand, would be ſo very vague, that I can hardly tell how to ſet pen to paper in the way of calculation. It may be imagined perhaps that a hole, pierced the ſize of the Duke of Bridgwater's, might anſwer the end, but the inconvenience of twice altering the bulk, with the expenſes contingent thereon, will be conſidered under another head. Eighthly. I apprehend that ſuppoſing as many men could be ſet to work as could conveniently be properly ſuperintended, the Carron paſſage might be completed in ſix or in moſt ſeven years, but the difficulty of ſupporting and maintaining the neceſſary number of men (ſuppoſe 2.50) upon the works, in the parts of the country where any of the paſſages are praćticable, is an article of conſideration; for if they were obliged to be lodged in barracks, the charge of building and removing them, will be a further article of expenſe. . As to the money to be raiſed by way of toll, ºf 4000 per annum is the intereſt of -É8o,ooo at five per cent, but if undertaken by private adventurers, it ſhould be by no - IIl CanS [ 61 J means limited to that ſum, as has been done in moſt of the late Navigation A&s paſſed for England; but that if the tolls will bear it, to give the adventurers the proſpect of making ten per cent. , this not to be exceeded: but I apprehend abſolutely requiſite, in order to draw the neceſſary ſupplies out of private pockets. In this light, it will never be praćticable to reimburſe the principal, becauſe if it affords leſs than five per cent, the means are wanting, and if more * unjuſt, nor indeed is there any reaſon for it, becauſe the increaſe of tolls to be taken in order to produce the reimburſement, muſt be an additional load laid upon the preſent generation, who are ſuppoſed to contribute the whole, in order to eaſe the ſucceeding, who will have the benefit of this great work done to their hands, and only have to raiſe the intereſt to maintain and ſupport it, which the benefit their trade will receive will inſenſibly do.—But if done at the public expenſe, then I ſuppoſe it will be thought equitable that the public money ſhould be reimburſed, and in order that it ſhould be done in ſome reaſonable time, the tolls ſhould clear at leaſt 268000 per annum. * With reſpect to repairs, they would greatly depend upon the firſt execution, but fuppoſe this"done reaſonably well, as I have ſuppoſed in my eſtimate, I look upon it, after every thing is completed, that two gangs of ten men each, with an over- ſeer to each gang, and a general ſurveyor of the works over them, will keep the works in order as to common repairs. - This I have fully ſtated in the encloſed copy of an eſtimate I have drawn out for the ſervice of the Board of Truſtees, which amounts at the utmoſt to ºf 16oo per annum, ſuppoſing that proviſion is made from the firſt, for the great repairs that in time muſt be wanted, but if the current expenſes only are raiſed at firſt, and the other committed to the increaſe of trade, that muſt in a manner neceſſarily take place, then the ſum of £1 136 per annum is the ſum required. Ninthly. I ſuppoſe the neceſſaries for the Oater paſſage could not be executed in leſs than three ſummers, as the firſt is commonly conſumed in getting the works in motion. - Tenthly. I think from what has been already advanced upon the former heads, that it would be by no means worth the while to complete the Oater paſſage, with a view to ſerve as a temporary expedient till the Carron paſſage is perfeóted, for before the • - trade * If I expose my money to loss upon the uncertain prospect of gain, 'tis apprehended to be unjust to pay eff the winning stake, as the tolls may be lowered in proportion. [ 62 | trade could get into a ſettled tračt at Oater paſſage, the Carron paſſage would be completed, and if expe&ted, would hinder the merchants from turning their attention ſo effectually upon the benefits that might accrue from the other; for though it might be very eligible, upon a ſeparate plan, to make both the rivers Leven and Forth navigable, yet to effect a communication over land, two additional large warehouſes, with additional clerks for the receipts and deliveries, muſt be planted at the head of each, and all the apparatus neceſſary for land carriage muſt be provided, all which in a great meaſure would be uſeleſs when the Carron paſſage was completed: and as to ſerving in caſe of accident, there is hardly any accident that can happen in the com- mon courſe of things, but would be ſooner repaired than the hands and apparatus neceſſary in the other paſſage could be got in motion: for ſuppoſing a lock wanted rebuilding, which is the greateſt ſtoppage that can be expected, the work is not begun till every thing is ready, and then veſſels being planted on both ſides, the goods are delivered over from one to another, which is certainly much leſs trouble than to employ two warehouſes, two clerks, and a land carriage of five or ſix miles between ; nay, it is much to be queſtioned whether, with ſuch an interruption of the water carriage, goods would not be carried cheaper by land the whole way? for ſuppoſe the Carron paſſage interrupted by a ſpace of five or fix miles in the middle, which could not be made navigable, I apprehend that goods could be carried cheaper by land the whole length, than by this compound carriage; for the altering the bulk is not only a great expenſe and loſs of time, but by interrupting the certainty of the delivery, much leſs eligible to merchants: for, beſides the expenſe of two additional warehouſes as before ſtated, there will be the loading and unloading of a veſſel, and the loading and unloading of the land-carriage extra in this method of conveyance, and for want of carriages and veſſels keeping exact time with each other, neglect of clerks, and the like, if a merchant puts a quantity of goods on board at one end of the canal together, he never could be certain that they would be delivered together at the other end, or in due time. An experiment was tried in our river this winter: the town of Brighouſe, at the preſent head of the navigation, fetch their coals by land-carriage five miles, . from a place within half a mile of the river: ſome cargoes of coals were brought up by water, and though the tolls upon coals are but one quarter of merchant's goods, yet they could not deliver them cheaper than by land-carriage, for the loading and carriage down to the river fide, and the loading and carriage from the river to people's houſes, together with freight and tolls, made the coals rather dearer than if fetched by - land I 63 J and carriage from the pits, and yet the tolls were no more than one halfpenny per ton per mile. - *. Eleventh. I apprehend two men and a boy, two horſes and a driver, will be neceſſary to navigate a ga boat of forty tons. • . . . . . . . . -sº *g ESTIMATE of the expenſe attending the maintaining and preſerving of the canal from Forth to Clyde by way of Carron water, and alſo for collečting the tolls thereof. - - £ s. d. To sixteen labourers, at one shilling per day each, (or their equivalent in men whose - labour is reckoned at a different rate), their wages per annum will be fifteen pounds, . twelve shillings each, and for sixteen, tº e • * • gº - 249 12 0 To two masons and two carpenters, at one shilling and sixpence per day each, (or their equivalent), which comes to twenty-three pounds, eight shillings, per year each, and for the four, * > º . * * we ". ** = - 93 12 0 To two overseers, at forty pounds per year each, to take account of the time, and oversee • to the works of the above men, supposed to be divided into two gangs, - - 80 ‘O O To a surveyor per annum, for directing the repairs of the whole, in - 80 0 0 To workmen's wages, tº º - - - 503 4 0 The tolls and materials consumed by the working hands, I suppose will be equivalent to . . . their wages, the two first articles will therefore be • iºn - - 343 4 o Expense of common annual repair, * . . . is - - 846 s o To the clerk for collecting the tolls from the toll-gatherers, and paying the same to the treasurer once a month, and keeping the accounts relative thereto, per annum, - 80 o o To two toll-gatherers, one at each end of the canal, at forty pounds per year each, - 80 O O To one ditto at the point of partition, .. (ºr we t- - - 30 0 To six men stationed as lock-keepers on different parts of the canal, to be a check upon the bargemen from doing damage to the works, by running against the lock-gates, leaving the clough running, so as to let off the water, &c, at three shillings and six- pence per week, • • tº ' ' in ° tº [ _ - '54 12 o' To books, paper, &c, per annum, - • ‘ sº " {_º • - 15 o o To letters, messengers, and other contingent expenses, - dº , - . , 30 0 0 To clerks, toll-gatherers, lock-keepers, &c. tº & ~ gº 289 12 O To tº: ... - £ 3, d. - Brought over Jºe 289 12 0 To common annual expenses, *º * º tº º • tº a 846 8 O - Common annual expense, - - - - º 1 136 O O Supposed to be laid by every year, to answer the above, and for the purposes after men- tioned, sº ps ſº tº • º • 16OO O O. Then the annual overplus will be - , - &º ust . • 464 0 0 This, in twenty years, will amount to tº º © - 9280 5 O I suppose in twenty years time many of the locks will want new gates, all which will - gradually fail in a few years after, I therefore suppose them all made at the end of twenty years, and therefore seventy-two locks at sixty pounds per lock, tº 4320 0 O The bridges, and other works of timber, will likewise want repair, which I suppose upon the whole to amount to one-sixth of the locks, - º & - 720 o o Sum of these repairs, de tº * - - 5040 o o This, taken from the above accumulated sum of £9280, leaves in hand at the end of twenty years, - • s tº º gº º º 4,240 O O The interest of this sum for twenty years more, at three per cent, - ( e. 2544, O O. The accumulation of the overplus sum of £464, will, in the second twenty years, amount to, as before, . iº ſº - Cº. s - - 92so o o * . a Money in hand at the end of forty years, • sº - - 16,064 0 O The second set of lock-gates will, at the end of twenty years more, want renewing as before, and as the thresholds will want renewing also, I estimate the repairs at seventy pounds per lock; this, for seventy-two locks, will be * > - Q 5040 O O And as the second repair of other work may be in the same proportion, that is, one-sixth º of the locks, this will be sº tº º • tº tº- 840 O O Repairs wanted at the end of forty years, which deduct from the above sum on hand, tº a * ºn º tº • de - 5880 o O Remains in hand at the end of forty years, - tº - 10,184 0 0 The interest of this sum, at three per cent, for twenty years, tº D - 6110 8 O The accumulation of the overplus sum of £464, will, in the third twenty years, amount . to, as before, gº ` as tº "ºn • º - 9280 o o Money in hand at the end of sixty years, ſº - - 25,574, 8 O. At I 6; I & Sw d. Brought over, - 25,574 8 O At the end of sixty years I suppose the locks in general may need re-building, but as the greater part of the stone, and some other of the materials may be of service, and the excavation ready made, I suppose they may be as good as at first, for £300 each, at an average, therefore, will cost ſº tº - gº º - 21,600 0 O. And if we suppose the other works to follow in the same proportion as before, they will cost, to make all good as at first, * *s gº. f : * - - 3,600 o 0. To making all the works as good as at first, at the end of sixty years, which deduct from the money in hand, º dº - - sº - 25,200 O O. There remains an overplus in hand, at the end of sixty years, after everything is made as - good as at first, - - - - sº tº dºg. 374, 8 O, N. B. In the preceding eſtimate I have endeavoured to ſhew what ſum of money applied from the beginning, will preſerve the work to perpetuity; but I apprehend this to be altogether a needleſs ſuppoſition; for if the work will defray the common ex- penſes and repairs for the firſt twenty years, viz. ºf 1136 per annum, there is no doubt but that the increaſe of trade naturally following the uſe of theſe undertakings, will anſwer the greater repairs that muſt afterwards follow, Austhorpe, 22d December, 1764. To the honorable the board of truſtees for fiſheries, manufactures, and improvements, in Scotland. Vol.II, K - MINUTES I 66 J MINUTES concerning Forth and Clyde. WHEN Mr. SME Aton was applied to to ſurvey the canal from Forth to Clyde, no eſtimate was given him of any quantity of tonnage that might be ſuppoſed yearly to paſs from one Firth to the other; and being generally ſuppoſed, that the great dif- ficulty would be to provide water for the neceſſary tonnage, the great objećt of his report was to ſhew how large a tonnage of goods might be navigated with the water that was clearly and certainly producible; and that to work the largeſt ſize boats, that, in his opinion, would be convenient for an artificial navigation: upon that propoſition, he formed his eſtimate, obſerving, at the ſame time, “that if in the execution it ſhould appear, that the ſupply of water ſhould turn out more liberal, or a leſs number of veſſels be expected to navigate than he had ſuppoſed, (that is, ſuppoſing a leſſer tonnage to paſs than computed upon), then ſome expenſe ifiay be ſaved by making the locks greater in general (that is higher) and without preſerving a ſtrićt equality.” The higheſt lock determines the quantity of water to be uſed. . . . The quantity of tonnage that this canal was eſtimated to be capable of navigating in the dryeſt ſeaſons, was 208,000 tons a year ; but the quantity expected, it ſeems, is not above 25,000, which is ſhort of one-eighth part of the quantity computed upon; ſo that hence, it appears, the locks may be of any height that convenience may ſuggeſt. I am very far from thinking that 25,000 will be the whole annual tonnage of the canal, if executed, to carry ſuch veſſels as I have propoſed; but ſuppoſing four times as much, that is, Ioo,ooo tons per year ; then by the ſame rules, the locks may, inſtead of four feet, be made eight feet high, this would reduce their number to thirty-ſix inſtead of ſeventy-two; and as an eight foot lock may be built as well for £600, as a four foot lock can be built for £400, the whole expenſe in this article only will be reduced to 4920o. - It is mentioned in the report, that the canal is propoſed to be dug one foot deeper than the draft of water which the barges will draw, in order that the canal may be a reſervoir within itſelf, to anſwer the exhalations in dry ſeaſons ; but it appearing from the redućtion of the ſuppoſition of tonnage, that there will be a great deal of water to ſpare, the extra depth on this account will be unneceſſary, and as ſix inches beyond their draft of water is very ſufficient to allow the veſſels freedom of motion, the whole canal may be reduced ſix inches in depth, which will produce a ſaving of £1678, the article of . . . . . . . . . . . . .. widening [ 67 || - widening the canal of partition, will alſo become unneceſſary, amounting to £667. Therefore, after adding ºf 1322. Ios. the ſum by which the eſtimate is affected on account of an increaſe of length, (ſee poſtſcript, page 54) and dedućting the above articles, the eſtimate will then become *.668,647. Ios. 6d. to execute the plan firſt propoſed, that is, to carry ga boats of forty tons. - . In order to come at the merits of the queſtion, let us now ſee what redućtion can be made by a ſuppoſition of uſing veſſels eight feet narrower, and drawing fix inches leſs water than according to the former ſuppoſitions; and dedućting the value of thoſe ſavings, according to the former eſtimate, we ſhall have the true comparative value of the two plans; for to compare, according to the eſtimate of different perſons, working from different dimenſions, and ſuppoſition of prices, can never be a true compariſon at all, for whatever may be ſaved by working cheaper, is equally applicable to the plan propoſed by Mr. Smeaton; as by the new propoſed canal, and therefore leaves the difference nearly the ſame, *~ Suppoſing then the locks to be of the ſame height and number as above propoſed, viz. thirty-ſix of eight feet high each, the ſame in the ſmaller canal as in the larger, (which is a ſuppoſition in favour of the ſmall canal, as the multiplying of locks can never leſſen the expenſe) as the walls of the ſmaller locks muſt be of the ſame height and thickneſs, and nearly of the ſame length, they muſt be of the ſame ſtrength; there will therefore be nothing ſaved but in the width of the gates, the floor and the excavation; the whole of which, as nearly as I can judge, will be about £75 per lock, which for thirty-fix, amounts to £2700. - - The width of the canal may with propriety be about twelve feet leſs for a 93 feet boat than for a 17% feet boat, and drawing three feet ſix inches water inſtead of four feet; it may be half a foot ſhallower: the difference of theſe dimenſions will at the ſame prices produce a ſaving of £8076. Ios. t The ground occupied will be leſs in breadth by twelve yards, which, upon the whole canal, at the ſame price per acre, ſaves ºf 2918. Ios. . -- The difference in the bridges, tunnels, and other extra articles, affected by a difference in width, I eſtimate at £1516. . The * This sum is wrong, see page 55. I 68 J The ſum total of theſe four articles of ſaving is 2615,21 1 ; but as it may be ſuppoſed that the round ſum of £10,000 at the tail of my eſtimate, for contingent expenſes, will be proportionably leſs upon a leſſer work, the proportional redućtion on this account will be £2594, which, with the ſaving before, amounts to ºf 17,805 difference between the two plans. They will then ſtand thus: z - - 36 3. To execute the greater canal to carry ga boats 17; feet wide, and drawing four feet water, - of forty tons, as first proposed, having plenty of water, - . , - . . . . - 68,647 10 To execute the less canal for boats of 93 feet wide, and three feet six inches draft of g d water * * - * Q-- * - - - - 50,842 10 Difference - 17,805 0. which is a ſaving of little more than one-quarter of the ſum neceſſary for the greater canal. - - * * But if, inſtead of reducing the depth of the greater canal fix inches, we ſuppoſe the veſſels to load down to four feet ſix inches, then as there will be no fear of wanting water, they will carry twelve tons more, and occaſionally may draw four feet nine inches, which will enable them to carry eighteen tons more. As I was unwilling to over-rate any thing in my report, I have called the tonnage of the veſſel therein propoſed forty tons, but in reality they ought to carry at four feet draft of water forty-eight or rather fifty tons neat weight; but as the water carriage is often lumped, and more than neat weight carried, that nothing might fall ſhort in practice, I called them in round numbers forty tons; reckoning therefore, according to neat weight, four feet will carry forty-eight tons; four feet ſix inches, ſixty tons; and four feet nine inches, ſixty-ſix tons. • * - By a like computation, a veſſel fifty-five feet long, 93 feet wide, and drawing three feet fix inches water, may (lighter built) carry in ſmooth water, upon the canal only, thirty-three tons neat weight; but if built ſo as to ſail upon the Firths, cannot carry above 26% tons: a veſſel alſo of the ſame width and depth, but thirty-ſix feet long, may (lighter built) in the canal, carry 20% tons, but built for the Firths, not above 16% tons neat weight, . . . . . . . . Suppoſing [ 69 | Suppoſing the canal to be of the depth originally computed upon, in order from the furpluſage of water to take an advantage of a ſuperior tonnage of veſſels; the article of redućtion ariſing from ſix inches depth of water, muſt then again be added; the account will then ſtand thus:- 4 - - - - £ s. To making a canal from Forth to Clyde, for vessels 17; feet wide, drawing four feet six inches water; and navigating the Firths equally with the canals, and occasionally the coasts in summer, of fifty tons burthen * . gº - tº º 70,335 10 To making a canal from Forth to Clyde, for vessels of 93 feet wide, and drawing three feet six inches water, and nevigating the Firths, (I apprehend with much less safety, and the coasts not at all) of 26; tons º 4. U-º wº - 50,842 10 Difference of expense - 19,493 0 The merits of the two plans I leave to others to determine. It is to be obſerved that the charge of carriage of goods does not depend upon the toll of the canal, but of that with freight, and other charges conjointly. - It now remains to explain a paſſage in my report: “f found that a middlingga boat of fifty-ſix feet length, ſtem and ſtern, 173 wide, “ and drawing four feet water, will carry at leaſt forty tons; and this I look upon to be “ the largeſt ſize that will be convenient for an artificial navigation.” I never meant by theſe words to limit the ſize of veſſels fit for any artificial navigation; nor do I in fact determine any thing, but my own opinion was, that this was as large a ſize as would be convenient for an artificial navigation ſo circumſtanced in regard to water, trade, and proſpect of funds to execute. That this was the largeſt ſized veſſels that could be carried upon an artificial navi- gation, would have been very abſurd in me to ſay, having very frequently aſſerted the ' poſſibility in point of art, to carry firſt rate men of war acroſs this tract; but in this ſcheme I paid more regard to what I thought was fit and likely to be carried into execution, than what was poſſible in itſelf; and this is not determined any way otherwiſe than as a matter of opinion at that time. So that if any body afterwards ſhould be able to prove the expediency of larger veſſels, I have no heſitation of the poſſibility of performance. I 7o J. performance. As to the increaſe now mentioned, it is not a new thought; but what I ſaw as clearly at that time as now ; and imagine every body, (being nothing more than a dedućtion of common ſenſe) would ſee as clearly as myſelf. In fine, though after the lapſe of nearly four years, my ideas may be preſumed to be extended; yet I have no great reaſon to vary my opinion much on this point; for I conceive, that after having provided a paſſage for ſuch veſſels as can navigate both the Firths, very well and ſafely, and coaſt occaſionally; that to extend the canal to ſuch dimenſions as to navigate veſſels capable of going foreign voyages, would ſo greatly enhance the expenſe, that conſidering the quantity of goods coming under this denomination only, the additional convenience betwixt going through and reloading, would no way anſwer the intereſt of the additional capital; and if not, I conſider it to be no matter whether the money goes from public or private hands, for if the former, the ſum had better be applied to cheapen thoſe means that are naturally adapted to do the buſineſs the cheapeſt way.—After all, this being a matter not within my profeſſion as an engineer to determine, whenever the contrary is clearly evinced to the ſatisfaction of thoſe whom it may concern, I readily ſubmit. - ESTIMATE of the probable expenſe of executing a canal through the tract formerly propoſed by Mr. Smeaton, from Carron ſhore to Barns of Clyde, for veſſels drawing eight feet water, twenty feet wide and ſixty feet long, and upon a ſuppoſition that at a medium, each lock full of water paſſes fifty tons of water from weſt to eaſt, and twenty-five tons from eaſt to weſt, and to navigate at this rate 100,000 tons per yeaf — - * * For vessels of twenty feet wide, I suppose the canal to be twenty-seven feet bottom, and 8; - deep of water, and at an average 10; feet deep, within soil; this, with slopes, as in the former estimate, will make the width at top sixty-two feet; this, at 5d. a cube yard at an - average, will come to £1906. 13s. 4d. per mile, and for 28# miles 6 º' ſº 53,864 The width of the canal at top being sixty-two feet, and as the matter cannot be heaped up so high in proportion to the depth of the canal, as when it is shallower, instead of allowing twice the breadth for the canal for depositing the matter, I think it necessary to allow three times, so that the whole width over all will be eighty-three yards; this will contain 30 fa acres per mile, and for 28} miles, 853 is acres, which, if purchased at a medium of £20 - A • ‘ g-> • . . . . . - . - . 16,064 per acre, as before supposed, comes to Carried forward 69,928 Supposing 71 j . . . . . . . . . , ... 3 i º * . . . . . / * ‘. . . - Brought over wº ºffs Supposing the vessels to have their bowsprits to turn up, or unship, then the locks need • , . not be above seventy-two feet long, and being 20+ feet wide, they will pass (in vessels at a medium capable of carrying fifty tons, as before mentioned) 100,000 tons annually, and the locks may be of eight feet rise; but being of greater depth and strength than before re- . . . . quired, they will probably cost £ 1000 each, and being thirty-six in number, will come to 36,000 The extra cutting, banking, bridges, tunnels, and other works, including contingencies in the former estimate, comes to £23,178, but for this work I estimate them at double, which will - * therefore be - - - - - - - - - - sº - 46,356 . Gºº-smº. 152,284 f N. B. If ſmall locks are made by the ſide of the former for lighters, they will coſt about half as much as the great ones, that is, an addition of £ 18,000 ; and if the veſ. ſels are made with fixed bowſprits, the locks muſt be made confiderably longer, and will therefore coſt more money, and navigate leſs ſhipping, unleſs the locks are alſo increaſed in number. . . . . . . . . . . . . . . : ===== INSTRUCTIONS for Mr. MAckell relative to the propoſed Canal from Forth to Clyde. - Mr. MACKELL is deſired by Mr. SMEAron to examine afreſh all the circumſtances relative to the tract of the intended canal through Dolater bog, and of the reſources for ſupplying the ſame with water; and if the time will allow to get the level formerly taken by Mr. SMEATON verified, alſo to examine the different tracts or paſſages, whereby the canal propoſed by Mr. SMEArön, to terminate in the Carron ſhore and barns of Clyde, may be extended to the Forth of Clyde into deeper water; and to examine the ſoundings of the two Firths, till every impediment is inconteſtably out of the way of all ſuch veſſels as are propoſed to navigate upon the ſaid canals. To ex- amine the matter or ſoil of the fords or ſhallows where obſtructions are likely to happen, and particularly ſuch as lie below the mouth of Dalmoore burn, upon the Clyde, as alſo Erſkin ſands, and Dumbuck ford, with the length of ſpace that each impediment con- tlnueS. Alſo, to examine wherever any difficulty ſhall appear likely to ariſe, in the praćtica- bility of cutting the ground, to the average of ten or cleven feet below the ſoil, whe- . 1 a ther f 73 ther from rock, bog, mud, or running ſand, to aſcertain the ſame by boring, or ſuch method as may appear from circumſtances the moſt proper in each particular caſe: alſo particularly to note the moſt proper trađt for carrying the canal from Graſcuddon to Dalmoore burn, how far the canal can be carried below the ſame, and what difference of depth of water can be obtained by ſuch further extenſion, and particularly, if the canal can be carried into Clyde below Erſkin ſands. * - To examine likewiſe the tracts and levels of the grounds moſt proper for carrying off the branch canals to Glaſgow and Borrowſtoneſs, noting the length of baſe and ſection of ſuch grounds as are likely to be above the level of the canal; and alſo the breadth and ſečtion of ſuch hollows as muſt neceſſarily be filled up or banked, in order to ſupport the canal acroſs the ſame, with all ſuch circumſtances as appear to Mr. Mackell proper to be enquired into, in order to aſcertain the method of execution of the propoſed ſcheme, and the true coſts that may be likely to attend the ſame. The above is deſired to be done the firſt week in July, when, or as ſoon after as poſ. fible, Mr. SMEAT on expects to be in the country, to examine the premiſes. - - , , - J. SMEATON. London, 16th of May. The t is 1. The Second REPORT of John SMEATon, engineer, and F. R. S. touching the practicability and expense of making a navigable canal from the river Forth to the river Clyde, and thereby joining the east sea to the west, for vessels of greater burthen and draft of water than those which were the subject of his first Report. a " HAVING, in my former report, endeavoured to explain as clearly as poſſible the general ſituation of this trađt of country, together with the principles upon which a work of this kind muſt proceed; having alſo explained my reaſons for preferring the Carron Paſſage to that by way of Loch Lomond, and it further appearing to me, that every ar- gument againſt the Loch Lomond Paſſage holds the ſtronger, as the ſize of the canal is ſuppoſed larger;—I ſhall now confine myſelf to the Carron Paſſage, and to ſuch points as the difference of the preſent deſign and circumſtances likely to attend the execution, make neceſſary to be more particularly explained or enlarged upon. Suppoſing, there- fore, my former Report, ſigned the 1ſt of March, 1764, in the hands of every one con- cerned, I ſhall conſider this as ſupplemental thereto. - - I muſt here beg leave to obſerve, that in the forming of the ſcheme that was the ſubjećt of my former report, I had no data to proceed upon, no eſtimate of quantity of tonnage, dimenſions, or ſorts of veſſels proper to be uſed : my inſtrućtions from the honorable board of truſtees, which were verbal, being, as I underſtood them, to give them a deſign for the ſort of canal, that in my judgment would beſt ſuit the country, when taken in every point of view. - - As I confidered the making a canal acroſs the kingdom from ſea to ſea, (though here the moſt pračticable of any place I had ſeen), as a work of very conſiderable ex- penſe; to have made a deſign upon ſo large a ſcale, as to have ſtood no chance of being executed, ſeemed to me in no reſpect fulfilling the general purport of my orders. I had therefore no idea of deſigning a canal for ſea-built veſſels, proper for going upon foreign voyages, no ſuch canal having yet appeared in any part of the world, and this being in a manner, the firſt attempt toward an artificial navigation by locks in Scotland. My buſineſs, therefore, ſeemed to be to look out for the leaſt ſort of veſſel that would ſafely navigate the two Firths, and occaſionally go coaſtways. Of thoſe I aſſigned the dimenſions and tonnage, and thoſe “I looked upon to be the largeſt ſize, that would Vol. II. L • be I 74 | 3 º'-'. tº 'i. A - be convenient for an artificial navigation,” for to make larger veſſels and works, without making them proper for ſea veſſels, ſeemed to me to be likely to be attended with ad- ditional expenſes, to which the difference of utility would be no ways adequate. This way of reaſoning produced the above expreſſion of limitation, not any appearance of natural impracticability: but this matter having been taken up by gentlemen verſed in trade, who are of opinion, that a paſſage for ſea veſſels would be of great public utility, and that ſentiment being eſpouſed by the principal noblemen and gentlemen of the country, it now becomes probable, that ſufficient funds, which before ſeemed the prin- cipal obſtacle, may be raiſed for the execution thereof. The propoſition therefore now ſtands thus: To aſcertain the pračticability, general deſign, and expenſe of a canal capable of navi- gating veſſels drawing eight feet water, and of ſuch as are ſixty feet long, or twenty feet wide, with a ſupply of water for the paſſage of Ioo,000 tons of merchandize yearly, upon a ſuppoſition that two-thirds of the above quantity paſs from weſt to eaſt, and one-third from eaſt to weſt, and that among different ſorts of veſſels, they carry, when loaded, fifty tons at a medium. . - - - It is alſo propoſed to carry off a branch to Glaſgow of equal dimenſions to the main canal, and to extend the canal at the weſt end as far down the river Clyde as Dalmoore's, burn foot, at the leaſt; alſo to extend it at the eaſt end as far down as a place called the Hewk Farm, near the mouth of the river Carron. I am alſo deſired to confider what will be the difference of expenſe, in caſe the canal. is made of ſeven feet, or of ten feet deep. Theſe are the propoſitions or data upon, which I am now to proceed. As a neceſſary ſupply of water is the principal requiſite, I ſhall begin with this point firſt. - - - . . . - If two-thirds of too.coo tons of ſhipping paſs one way, and the veſſels. return ſome loaded, ſome half loaded, and ſome empty, ſo as upon the whole to carry back half loads, or one-third of Ioo,ooo tons, it will be the ſame thing in point of water, as if they carried two-thirds of 100,000 tons each way: now, two-thirds of Ioo,000 is 66,6663 tons, which, divided by fifty tons, the average quantity of each veſſel, gives 1333; for the number of trips made by the veſſels altogether in a years. - and [ 75 ) and as each veſſel will take four locks-full of water for her paſſage backwards and for- -- wards, that is, one at each end of the canal of partition going, and the ſame in return- ing with her half load, the number of locks-full expended yearly will be 5333+. The tonnage and number of veſſels being conſiderably leſs than what was ſtated in my former report, the locks may be admitted of greater capacity, and perpendicular riſe, as mentioned page 49, which will render the navigation more ſimple, and the ſtoppages leſs frequent. Suppoſing them now to be of eight feet riſe each, to take in veſ- ſels of ſixty feet long, and twenty feet wide, they ſhould be ſeventy-two feet long, and 20% feet wide, which locks will contain I 1,808 cube feet of water to fill them, this, mul- tiplied by 5333; the number of locks-full in a year, gives the annual lockage of water equal to 62,976,ooo cube feet, which, divided by 365, gives the expenſe per day 172,482 cube feet. - If we allow the leakage per day equal to four locks-full, as per former report, (page 41), then the leakage will be 47,232. cube feet per day. - with reſpećt to exhalations, as the whole canal was before propoſed to be dug one foot deeper than the draft of water propoſed for the boats, and as alſo obſerved (page 41), the loſs by exhalations does hot exceed ten inches, the canal would have contained in itſelf a reſervoir of ſupply thereof, but as we now propoſe, in order to ſave expenſe in extra digging, to make every advantage of depth of water, the exhalations muſt be otherways accounted for, and compenſated. When deep ſtanding waters loſe to the amount of ten inches perpendicular, it muſt be in a long drought of three or four months continuance; now, if we ſuppoſe ten inches to be loſt in Ioo days, this will be at an average of one-tenth of an inch per day, which very well agrees with ſuch obſervations as I have made ſince that time. - The whole extent of the canal will be about thirty-ſeven miles, and about 554 feet wide at the water-line, but to take in paſſing places, turning places, and other extra widths, we will take the average width at fixty feet; the whole ſuperficies then will be 1 1,721,600 feet, which, at one-tenth of an inch deep, will contain 97,68o cube feet for the mean daily evaporation. - r , The ſoakage is a matter that it is impoſſible to make any eſtimate of, as it depends upon circumſtances that cannot be allowed for; and though in ſandy and gravelly ground it will at firſt be confiderable, yet experience ſhews that in a moderate ſpace of tline, [ 76 ) time, theſe ſoils, when fully ſaturated and wrecked up with the ſediments of the water, become as tight as other ſoils; and as in the courſe of the canal many ſprings muſt be expected to be cut, which will afford a ſupply of water, it is probable that the loſs by ſoakage after a year or two will be next to nothing”. Yet, that we may not be deceived, I will ſuppoſe the ſoakage equal to the exhalations, which I look upon to be an ample allowance, the account will then ſtand thus: Cube feet, Water expended by lockage per day, de tº 172,482 by leakage, sy - iſ º 47,232 by exhalations, tºº º 97,680 by soakage, - - - 97,680 Total expense of water per day, - - ... " 415,074 tº-sº When I made my former report, it appeared, that the ſupply of water, even in the dryeſt ſeaſons, was ſo ſuperior to what was likely to be wanted for the locks then propoſed, that I did not ſee it neceſſary to enter into the computations of ſome ſup- plies that were but barely mentioned; but as we now want a ſupply of 415,000 cube feet water per day, inſtead of 152,000, as before ſet forth, page 41 ; and as the affair of water has been moſt in doubt, I ſhall endeavour to ſet forth this article more at large, and for this purpoſe, I have not only re-examined the ſupplies formerly mentioned, but ſhall bring ſome to account that I was not then informed of. ... " The burns or brooks that more immediately offer themſelves for ſupplying the canal of partition, are the following: - & - 1ſt. Achinclough Burn. 2d. Wineford coal-pit drain, or level. 3d, Redburn. 4th. The Garron Burn, which turns Kilſyth Mills, and in my former report, called Kilſyth Burn. 5th. Culeam Burn, not noticed before ; this falling into Garron Burn, ſome diſtance below the mill, forms the Burn of Kilſyth. 6th. Shawend Burn. Firſt. The Achinclough burn, in regard to diſcharge of water, I find, as before re- preſented, viz. that is, to produce 89,343 cube feet per day, in the dryeſt ſeaſons. Achinclough * It is to be observed, on the article of soakage, that in soils subject thereto, those parts of the canal will be filled in rainy seasons, and kept supplied with muddy waters; so that it is to be reckoned upon, that all the most considerable leakages will be stopped before the canal is opened for use. [ 77 ) Achinclough mill has indeed loſt half its water by its being diverted to another mill; but as this mill's water falls into Dolater bog, the whole quantity reckoned upon Achin- clough Burn will remain the ſame. - 2d. Wineford coal-pit drain is ſaid to be conſtant the whole year; I gaged its water the 17th of Auguſt laſt, and it then amounted to 25,000 cube feet per day. 3d. Redburn has no mill upon it, ſo that it is not eaſy to ſay what its diſcharge may be in the dryeſt times; in common it is as big as Achinclough, which led me to ſuppoſe it the ſame at others, but on my laſt view I was informed that in dry weather it is far leſs, yet always has running water, and never leſs than Wineford coal-pit drain. . - N. B. Caſtle Cary mill takes in all the preceding, but its dam head is ſo leaky that no concluſion can be formed therefrom in dry times. . . . . . . . . . . . . . 4th. The Garron Burn is ſet down in my former report at 87,003 cube feet in dry times, but from information and meaſures taken on my laſt view, it comes out only 65,365. The miller laſt informed me that the late drought was one of the greateſt he ever knew, yet it continued only to affect them with a ſcarcity of water betwixt ſeven and eight weeks; and that in the dryeſt part of this time they could work the mills three hours per day. From this the above computation is taken, whereas, in 1763, I was told this mill could go four hours, as in all ordinary dry times I ſuppoſe it can, which ſufficiently accounts for the difference of the above reſults. 5th. Culeam Burn was not before pointed out to me; it has no mill upon it, but all accounts agree that it is at leaſt one-third of Garron Burn at all times; it will be carried along with the Garron Burn into Shawend Burn. . * . . . . . . . . 6th. Shawend Burn turns a lint mill near a place called Townhead, about a mile from Dolater bog; this mill is ſometimes aſſiſted by a part of the water of Culeam Burn, ſometimes not, but excluſive of any ſuch aſſiſtance, they can, in the dryeſt times, by the water of Shawend Burn only, work two hours a day, and if they get the whole of Culeam Burn, the miller ſuppoſes they could work four. hours. Having gaged their water ways, I find this mill in two hours will ſpend 27,432 cube feet, excluſive of a : ' , , , , , ) . . . . . . . . . . . . " ' conſtant waſte for want of tightneſs at the dam head, &c. 4 *-* vºz - & * - . . . . . ~ * * . . ; • * * . - R -- - A - r. . .. . . 4 — ----' ' - Beſides •, 6. : ; . . . * * , * . . . : ; -A , * - - . - - [ 78 J Beſides the above, by extending an aquedućt trench to the weſtward from the Kilſyth mills, a number of ſprings may be intercepted, which form ſmall burns that now run down into the Kelvin ; among the number of which are the weſt burn, Arnig, and Guine Burn, and by like means on the eaſtward of Redburn, are Acre Burn, Tranock Burn, and ſeveral others. $ Previouſly however to any computation, I muſt take notice, that if 100,000 tons of goods are to be navigated yearly, it is not neceſſary to ſuppoſe that the ſame proportion thereof is to paſs in the dryeſt time of the whole year as when water is plenty; there are very few navigations but what are ſometimes ſcarce of water; if therefore a navi- gation be capable of carrying at the rate of iod,ooo tons a year in the very dryeſt times, it is capable of carrying a much greater quantity upon the whole, and that without fenſible inconvenience. - sº I take it for granted that generally the mills upon the burns have a full ſupply of water, ſo as to keep them going the whole twenty-four hours for full ſeven months in the year, and that they are ſupplied with water to work twelve hours in twenty-four for at leaſt two months more : ſo that there will not be above three months in a year that they can be at ſhort water, and probably much leſs than that at the extreme of fearcity. * - - Let us therefore examine in the firſt place what our ſupply will be when the mills are fully ſupplied with water, which takes in at leaſt ſeven months in twelve : - N - - $ g *--- - Cube feet. H. : : 1st. Achinclough Burn - - , , - . . . . . . . . . 476,496, , ; 2d. Redburn in this state supposed equal - - - . . . 476,496 . . *~ ’’, i. 3d. The coal-pit level at Wineford - - , - . - . . 25,200 d º 4th. The Garron Burn which turns Kilsyth mill - - . 370,388 5th. Culeam Burn, being one-third of the former * > Uº 123,463 6th. Shawend Burn, in this state as good as Garron Burn - 370,000 . . . . . . . . . . - The ordinary supply per day - . 1,842,043 . . ) Hence it appears, that in the ordinary ſtate of the ſupply, the Achinclough Burn alone is ſufficient, and that they altogether afford as much water, in one day, as will laſt almoſt four and a half days, excluſive of the times of great rains and floods, when it is certain as much water may be collected in one day, as will ſerve the canal fifty. Secondly. [ 79 1 Secondly. When the burn affords as much water only as to turn the mills twelve hours in twenty-four, then the account will ſtand thus: - Cube feet. 1st. Achinclough Burn - tº º . . . . - gº. 238,248 2d. Coal-pit level at Wineford g tº º mº. º 25,200 3d. Redburn, supposed now one-third of Achinclough - ºn 79,416 4th. The Garron Burn - º º ſº º - 196,088 5th. Culeam Burn, one-third of the above - ſº * > 65,363 6th. Shawend Burn, equal to Culeam Burn - - - 65,363 Common supply in dry weather - 669,678 Hence it appears, that in common dry weather, the burns afford as much as is wanted for the ſupply of the canal, and more than half as much to ſpare, ſo that three days water is then ſupplied in two. - - g- Thirdly. We come now to extraordinary droughts: Cube feet. Achinclough Burn, as per former report ſº • &= 89,343 The Wineford coal-pit level tº - lº. 25,200 Redburn, then supposed the same - tº is 25,200 Garron Burn, which turns Kilsyth mill. * - - my 65,365 Culeam Burn, one-third of the above - tº gº — 21,788 Shawend Durn tº- - - º º 27,432 Supply in great droughts - . 254,328 Computed expense of water per day - 415,074 - Deficiency per day during great droughts tº 160,746 It is to be remarked, that the above deficiency entirely ariſes from the allowance for exhalations and ſoakage, neither of which was neceſſary to be brought to account in the ſcheme; for excluſive of theſe, there would be a redundancy of 34,614 cube feet per day.—It is however to be noted, that when the mills have but about ſeven hours water in twenty-four, there will be a full ſupply for the canal, and that it ſeldom happens that any drought continues in that degree above ſeven or eight weeks. It muſt alſo be noted, that as the deficiency by exhalations and ſoakage gradually increaſes from - , , , a • the [ 89 j the canal of partition toward the extremities, the ſupplies for this purpoſe are not neceſſary to be condućted to the canal of partition, but may be occaſionally taken in by the way. : and therefore, that theſe deficiences may be ſupplied by the ſeveral burns whoſe names have been mentioned, but not brought to account for ſupplying the canal of partition; yet I ſhall ſhew, that independently of theſe burns, and others that may be brought in to the ſame purpoſe, the deficiences above ſtated may be moſt certainly and amply ſupplied as follows: - It is mentioned, page 33, of the former report, that Dolater bog may very eaſily be put under water by way of reſervoir: on this occaſion it has been meaſured, and found to contain upwards of 220 acres Engliſh meaſure. Reſpecting the twenty acres for other works, we will ſuppoſe 200 acres of Dolater bog, by a dam at each end, laid ſix feet under water; out of this for ſupplying its own exhalations, we will allow one foot of perpendicular, we can therefore reckon, in time of need, to draw five feet of water from the Dolater reſervoir; which will contain at that depth 43,560,000 cube feet, and conſequently as much as will ſupply the aforeſaid deficiencics for 270 days, or almoſt three quarters of a year, or would alone ſupply the whole quantity for 105 days Hence it appears that Dolater bog being turned into a reſervoir, would, if neceſſary, ſupply the canal during the time of great droughts, without taking any water from the burns; or with their aſſiſtance as above, would navigate more than double the quantity of goods required even in the dryeſt ſeaſons. g Nor yet are thoſe the only reſources that could be procured if occaſion required. In the reſervoir way, it is remarkable that the whole face of the country, abounding in hollows, affords frequent opportunities for making them; in particular, a dam not above fifty yards long, where the dam-head of Townhead lint-mill is now fixed, would lay a valley under water four or five fathoms deep, and thereby form a reſervoir. equal in capacity to that of Dolater, already propoſed. This reſervoir would not only be ſupplied by Shawend Burn, which takes its courſe through it (and which, though ſmall in dry times, ſeems to be the beſt of them all, for ſupplying reſervoirs by downfalls of rain) but will alſo receive the waters of Garron Burn, Culeam Burn, and Achinclough, all of which may be diverted thereto. The waters of Biſhop's Loch and four others in the ſame neighbourhood, forming altogether a ſurface of between three and four hundred acres, and which might be pent up from four to fix feet higher than at preſent, may alſo be brought to Dolater bog. But - - - - without I 81 | without inſiſting further on reſervoirs, many more yet of living waters may be applied to our purpoſe by bringing them from a ſomewhat greater, though no remarkable diſtance; in particular, on the ſouth fide of the canal, the Loggie water may be inter- cepted and turned to Dolater bog, from a point where it is as confiderable, if not more ſo, than any of the burns mentioned.—On the north ſide the water of Glazert, a con- ſiderable rivulet, and along with it all the burns weſt of Kilſyth, viz. Weſt burn, Arnig, and Guine burn, before-mentioned, may be brought ſo as to fall in with Garron burn and Culeam burn into Shawend burn, and then proceed altogether into the Dolater bog. Furthermore, into the head of the Glazert may not only be turned the water from the ſpout of Ballagin, and a great number of ſprings that feed the head of the water of Blain, but even a great part of the river Enrick, (I believe quite as much of it as can be carried to the bog of Bollat) may be brought round the hills upon a ſufficient elevation to fall into the head of the Glazert, and be therewith carried to the point of partition: in ſhort, were ten times as much water neceſſary for the canal as what appears to be, there are the evident means of bringing it, and amaſſing it without making any ſtrain upon nature: I therefore beg leave once more to repeat a paſſage of my former report, page 42 : “it does not admit of a doubt but that nature has furniſhed a pračticability of bringing as much water to the point of partition as can poſſibly be wanted, and that by means ſufficiently ſimple and eaſy,” and again, “ ſo that there is all poſſible certainty that the canal will be amply ſupplied from end to end.” As the Glaſgow branch will afford the means of navigating from Glaſgow to Port Glaſgow, and back again, in neap tides and dry ſeaſons, it will undoubtedly be made uſe of for that purpoſe when the river Clyde will not ſerve ; there will therefore be water expended by lockage in this paſſage of veſſels not navigating from ſea to ſea ; but as the branch canal to Glaſgow is propoſed to be carried on upon a dead level, and without communication with the river Clyde at its upper end, only one lock full will be expended on the paſſage of each veſſel into or from the Clyde. I am in no condition to judge what quantity of water for lockage may be wanted in this branch of trade; but if as much water were to be uſed in this branch as will be uſed in paſſing from ſea to ſea, which will navigate four times as many goods upon the branch up and down as upon the tranſverſe paſſage from ſea to ſea, there are ſo many rivers which fall in below the level of the canal of partition, and yet ſufficiently above the level of the branch canal, as are ſufficient to ſupply it ten fold, without letting down any water from the canal of partition at all on this account. . . - Vol. II. M In I 82 In like manner it is to be ſuppoſed, that at the Carron end of the canal many cargoes of goods will paſs backwards and forwards without croſſing from ſea to ſea, all of which will conſume a lock full of water each at their entry and departure from the canal, and yet more if a branch be carried off to Carron ſhore, as it eaſily may ; but were this trade alſo equal to the trade acroſs, there are likewiſe the means of ſupplying it with water, without letting any down from the canal of partition. Having now ſhewn that there is a pračticability of producing a moſt ample ſupply of water, not only to anſwer the greateſt poſſible exigencies of trade, but alſo the greateſt poſſible errors that may be made in computation, it now remains again to ſhew that we are in equal capacity of repaying the water that ſhall be neceſſary to be taken from the rivers that now ſupply the valuable iron works, &c. upon the Carron, and the valuable mills and iron works that are towards the foot of the Kelvin. Here I muſt obſerve, that though I have ſhewn how it is poſſible to bring a vaſt abundance of water to ſupply this navigation, yet I have equally ſhewn how ſmall a quantity really will ſupply it.—It is ſufficient therefore to repay to the full what we really are obliged to take. - - - - Suppoſe, therefore, the navigation is ſupplied as firſt propoſed, viz. by the ſix burns and a reſervoir upon Dolater bog; it is manifeſt that we take nothing from the mills but the value of the fix burns, in the dry ſeaſons; for in all others, they are ſufficiently ſupplied without them. - From what has before been ſtated, it appears, that 415,000 cube feet of water may be expected to ſupply the canal per day, but that from this what is allowed for ſoakage, viz. 97,000, ought to be dedućted; becauſe, as the ſoakage returns into the rivers, and will be maintained by means of the reſervoir as great in the dryeſt times as in ordinary, they will get an over proportion when moſt wanted, and therefore be rather benefitted than hurt by this article: yet, not to be niggardly of a little water, nor to inſiſt upon nice diſquiſitions where there is no neceſſity; for the preſent, we will allow that we are to repay 415,000 cube feet of water whenever the burns will furniſh it, and in the dryeſt ſeaſons whatever they do furniſh, which at the leaſt we ſuppoſe to be 254,000.-Now this is ſcarcely three times as much as the Achinclough burn yields in the dryeſt ſeaſon ſingly ; a burn, therefore, capable of running three times as much as Achinclough in the dryeſt ſeaſons, and at other times in proportion, will afford as much I 83 ] much water as will repay all the mills both on Carron and Kelvin, and as ſomewhat about half that quantity is due to one ſet, and half to the other, it will follow that a burn half as big again as Achinclough will repay the Carron mills, and another of the ſame ſize will repay thoſe of Kelvin. * ~ I have mentioned in the former report, page 44, that the river Enrick, at Randeford, may be eaſily diverted into the Carron, and that it appeared to be there more than double of Achinclough: this I thought ſufficient to make good my argument; but had I ſaid four times as big, I believe I ſhould have been nearer the mark: the burn of Ganakin I then but rarely mentioned, but it appeared to be near its fall into Enrick, full as big as the Enrick at Randeford, and having its riſe in the Campſie Fells, it cannot be reckoned leſs than Achinclough at the level at which it may be diverted; hence we cannot reckon theſe burns together, at leſs than three times the eſtimated quantity of water neceſſary to be repaid to Carron, and therefore by half more than ſufficient for the whole re-payment of veſſels not paſſing from ſea to ſea; and will include the lockage at the Carron end of veſſels not paſſing from ſea to ſea, were that ſuppoſed equal to the lockage of thoſe that are ; for it is to be remarked, that let the lockage be increaſed in whatever degree, the other articles of leakage, exhalations, and ſoakage, which make two-fifths of the whole ſtated quantity, will ſtill remain the ſame, and therefore it is extra lockage only that is to be provided for on theſe extra accounts; yet to this purpoſe of extra lockage at the eaſt end, (if we could poſſibly ſuppoſe it needed) not only the Grange burn, but a conſiderable part of the river Avon, could be brought round to ſupply the canal; and if this be not enough, as we have already ſaid, the Loggie, the Glazert, the head of the Blain, and even the Enrick, can be brought round to the canal of partition, when their overplus waters may be ſent down the rivers either way. With reſpe&t to the re-payment of the Kelvin mills, I am of opinion that the waters that can be turned into the Glazert from the ſpout of Ballagin and head of the Blain, will of themſelves be found ſufficient: but not altogether depending on this, it turns out from computation, that as much water can be accumulated in Biſhop's Loch, and the four others in that neighbourhood, by penning them to the depth of three feet nine inches only, as is equal to the propoſed reſervoir of Dolater, and conſequently will of themſelves repay the Kelvin's proportion of ſupply to the canal of partition for 21 o days or ſeven months, which is two months more than it ever happens that any of the mills can be the worſe on account of the ſupply taken for the navigation. - Beſides I 84 J . 4 Beſides the above, the following is a liſt of ſuch lochs as might, in like manner, be made uſe of for treaſuring up water, which can be brought into the Kelvin in order to repay the mills, or ſupply the lower part of the canal on the weſt ſide, viz. Loch Umphrey", * ºn tºº. 320 acres, at twelve feet deep, 11%; Cockney Loch, es * † : 8O o Ditto, as may be made by a dam, º 640 at twenty-four feet, 15 º 3.S much a.S ~ * the reservoir of Bardoure Loch, tºº cºe tºº 82 at three feet, # Dolater Auchen Loch, Re { \ ſº 8O Ola LéI's Postel Loch, º sº - SO Alſo, a very large hollow in Kilmannan Moor, the land being of ſmall value, that may be converted into a loch, and turned down the Allander. Alſo, ſeveral ſmall lochs, ſuch as Kilmardonie Loch, Loch Green, St. German’s Loch, and others. - * - w-r- Over and above all, we have the river Enrick for our ſheet anchor, which being taken up, as already obſerved, at a ſufficient elevation to go over the low flat ground at the point of partition, between the Blain and the Glazert, is of itſelf ſufficient to repay all that is taken for furniſhing the navigation; that is, in other words, that the whole navi- gation might be furniſhed with water from the Enrick, without taking any thing from any burn or rivulet; that at preſent feeds either Carron or Kelvin; indeed, this would have been the primary propoſition, had not the thing been feaſable by more direét and ſhorter methods; I therefore only mention thoſe things to ſhew, that in caſe of any un- foreſeen occurrence or emergence, we are by no means limited to the ſupply of the ſix burns, or unable, in the nature of things, to repay any quantity that it may be needful to take. tº 4 It, perhaps, may ſeem that I have reckoned the Enrick twice, nay, three times over, firſt, in making uſe of it for a ſupply to the navigation; 2dly, in repaying the water borrowed from the Carron; and, 3dly, in repaying the water borrowed from the Kel- vin. But, in anſwer, I muſt obſerve, that if the Enrick be made uſe of as an immediate ſupply, it muſt be brought to the canal of partition; if that be done, it will be of itſelf a ſufficient r ſupply * This is what it may be made to hold, more than what it now does as a reservoir to Dalmoore mill. [ 85 I ſupply, and conſequently there will be nothing to repay. If made uſe of to repay, it will do it to both without interfering; for the water of Enrick will be brought off ſo much lower ceived ſeveral conſiderable rivulets and burns, that there will not only be water to repay what is due to the Kelvin, but water enough left for the mills, if properly applied, and, after all, water to ſupply another canal by the bog of Bollat, in caſe that alſo ſhould be undertaken. But though it may be neceſſary to ſhow from what abundance of ſources water may be drawn for the ſupply of the canal, yet I do not apprehend it will be neceſſary to diſturb the Enrick at all, except at Randeford, as firſt propoſed. And I am ſo thoroughly ſatisfied that there is upon the whole ſo much more water to be procured, than is ſufficient for all purpoſes, that I cannot heſitate to declare, that the promoters of this undertaking may, for the ſatisfaction of the country, very ſafely oblige themſelves not to take any water that falls into the heads of Carron or Kelvin in times of ſcarcity, but what they do ačtually repay in equal quantity at the ſame time to the lower parts of the ſame river. It may perhaps be doubted, whether there are any certain means of knowing when two ſtreams are equal, ſo that the parties intereſted may be ſatisfied that they have their juſt equivalent: for the ſatisfaction of thoſe, it is incumbent on me to ſay, that water- gages both may and ought to be fixed, ſo that any perſon by inſpection ſhall be able to judge at any time of the equality thereof; furthermore, as all overflowings will fall into the rivers, and as the navigation will ſeldom be able to uſe all the waters allotted to it, the Carron and Kelvin rivers will of conſequence be gainers by this overplus. The next great point is the places of entry of the canal from the rivers Forth and Clyde, and in this affair it is not to be doubted, but that the greater the depth of water where the entries are, casteris parib us, they are the better. - Conveniencies of trade, are matters that I never undertake to judge of. I am there- fore happy that the places of entry have been pointed out by a committee of gentlemen appointed to make due enquiries thereupon ; whoſe opinion, after having been re- ported before the convention of royal boroughs, has been by them approved, viz. “ That the moſt proper place for the entry from the Firth of Forth will be “ ſomewhere near the mouth of Carron, and on ſuch part of the north-eaſt fide of “ a farm called the Hewk, as Mr. Smeaton may think proper, after a due con- “fideration.” - Now, [ 86 Now, having maturely conſidered this matter, I cannot heſitate to ſay, that the moſt eligible place for the entry on the north-eaſt ſide of that farm, is that part which points down the ſea reach whoſe general bearing is N. E. by E.: this entry is on many accounts a very proper one ; for below this, there is no impediment in going out to ſea, ſave a flat or bar juſt within the channel of the Carron’s mouth at low water; upon which I found five feet water at low water, the 14th day of Auguſt laſt, being the 4th day after the full moon, within which there is a deep called Holemerrie, extending nearly a quarter of a mile, and reaching almoſt to the place where the entry is propoſed; this deep has ſeven feet more water than the bar, and is therefore a very proper place for veſſels to lie in when waiting for the tide. - It is to be obſerved, that the tide preceding, and that ſubſequent to the low water, when I ſounded, were the higheſt of that ſpring, which was a very moderate one, but which roſe above the ſaid low water full eighteen feet; ſo that there would be at leaſt twenty-three feet water upon the bar or flat. The ſpring tides are ſaid ſometimes to make twenty-ſeven feet upon the bar, ſometimes to fall ſhort to twenty-one or twenty-two; the neaps make eighteen or nineteen feet upon the bar, and leave them about nine feet at low water; hence it appears, that veſſels drawing eight feet water may go in and out at all times of tide in neaps, and that at low water at ſpring tides they may lie afloat in Holemerrie, till the tide ſerves, and that veſſels drawing four feet water, ſuch as formerly propoſed, may go in and out at all times, except at the low water of a very low ſpring ebb. Theſe are certainly great advantages; but, on the other hand, as there is not ſufficient ſhelter at high water for ſuch veſſels as come here to deliver their cargoes, and which are too large to paſs the canal, and as I do not appre- hend it would be pračticable for ſuch veſſels as intend to enter the canal to do it with ſafety when the wind is northerly, and blows hard; it will, therefore, in this caſe, be neceſſary either to dig an artificial harbour within land, or to make uſe of the turn of the river round the Hewk point, and the reach within the ſaine, as a natural harbour, as now it is; the former will be attended with very conſiderable expenſes, and not without incon- veniencies, the latter would be attended with the following. Firſt. The bottom of the river in the Hewk reach, that is, above or up the channel from the propoſed place of entry, particularly at a place called the Hewk ford, is 34 feet higher than the bar; in conſequence, in all caſes, veſſels will have 33 feet leſs water in going into the natural harbour, than in coming over the bar; but as there is here no ſcarcity of water at high water, this conſideration, if alone, would be of leſs conſequence. But what ſeems more material is, that when the wind blows at S.W. orW. which in thoſe - climates [ 87 J climates are the moſt general of all winds, veſſels may and frequently do loſe a tide in getting round the Hewk point; on the other hand, when in, an entry from about the Grange Burn foot would at all times be ſafe, and with about four feet extra flow of tide, certain. In order, therefore, to take every advantage of the ſituation, I would recom- mend it to confideration, whether it would not be adviſeable to give the canal a double entry; one from the place already propoſed, the other from the Grange foot; by this means the coſt of a new artificial harbour would be avoided; and all veſſels intended for the canal will, at all times, be ſure of a ſafe entry ; for ſuch winds as will render the: outward mouth difficult, will carry them to the inner mouth; which latter will, at all times, be acceſſible to goods and veſſels from the material harbour. The extra expenſe of the canal and interior lock, as well as ſome addition of leakage, will be objećtions; but as to the firſt, the coſt will be very far ſhort of making an arti- ficial harbour ; and, after what I have ſaid upon the article of ſupplies, I flatter myſelf that the latter will totally vaniſh. * | - With reſpect to the weſt end of the canal, it is certainly very rightly determined by the committee, “ that the entry of the canal ſhould not be higher up the Clyde than Dalmoore Burn foot,” for higher than this there is no certainty of water for veſſels of any greater draft than thoſe ſpecified in my former report; and even to Dalmoore Burn foot, there is not that plenty of water that could be wiſhed. Having carefully ſounded the Clyde from Dumbarton to the Barns of Clyde, upon the 21ſt day of Auguſt laſt, being the 5th day after the quadrature, there was at high water upon Dumbuck ford, 7% feet, and over Erſkine Sands above eight feet; all other places betwixt deep water and Dal- moore Burn foot ſounded above eight feet ſix inches and nine feet. This tide ſomewhat exceeded the dead of neap, being the firſt tide that lifted; but as the ordinary neap tides are reckoned at ſeven feet fix inches upon Dumbuck, and but two feet more at ordinary ſpring tides, and as the high-water mark at Dumbarton this tide fell ſhort of the ordinary high water of a ſpring tide by one foot 10% inches; it is very certain that it could have lifted not above two or three inches at moſt above the dead of neap ; and as I look upon it very pračticable to deepen Dumbuck ford one foot, or even 1% foot, and by contraćting the low-water channel of the river, oppoſite Erſkin-houſe, by proper weirs to run down the looſe ſands of which it is compoſed, and conſtantly maintain at leaſt as good a channel as at Dumbuck, it follows that veſſels drawing full eight feet water may, in moderate weather, and at high water, in all ordinary neap tides be able to enter the canal at the foot of Dalmoore burn. The day when the above ſoundings were taken was remarkably calm and ſerene, ſo that it was probable it was unaffeóted by [ 88 I by any winds; and, indeed, the near coincidence of our ſoundings, with the common eſtimation of thoſe that uſe the river, proves it. It muſt, however, be obſerved, that , the tides of this river are very liable to be altered by the winds, which frequently make them exceed, or fall ſhort, one foot of the ordinary quántity. “In theſe caſes, it is poſſible that veſſels drawing eight feet water, coming at dead of neaps, and the wind in an un- favourable quarter, may have to wait a tide or two; but as S. W. winds make great tides, which are thoſe which ofteneſt blow, we may reckon thoſe ſtoppages to happen but ſeldom, and they may be placed among the unavoidable chances of navigation dependent dn winds, which all veſſels out of canals or narrow rivers muſt be ſubjećt to. It were much to be wiſhed, that the canal could as eaſily be extended to deep water below Dumbuck ford, as it can at the eaſt end ; but having maturely conſidered this matter, as deſired by the ſaid committee, though I do not doubt of its praćticability if expenſe be unlimited, yet, conſidering how much more eaſily the river may be helped in the degree before mentioned, which ſeems to me likely to anſwer the purpoſe, I cannot recommend this part of the work to be undertaken for veſſels of eight feet water, but for veſſels drawing 9% feet water, it will be abſolutely neceſſary, and of which I ſhall, in the eſtimate, give the beſt account of I am able. The proper method of effečting it ſeems to be, to avoid the ſleechy bottom, and Whinſtone rock, by making a ſtrong ſea bank within high water mark, and to build a wall where the ſhore is rocky, ſo as to confine a body of water for the navigation of veſſels between that and the main land; but at Dunglaſs the neck of Whin rock between the caſtle and main land muſt be cut through, ſo as to afford a navigable paſſage. In regard to the general courſe of the canal, the ground has been carefully examined by boring, by Mr. Mackell, whoſe abilities in engineery is well known, and who has delivered to me an account of the qualities of the ſoil for twelve feet deep, in no leſs than fifty-eight different diviſions; together with many other meaſures of the hills and hollows through which it has been deſigned to paſs; alſo, remarks upon the great of lochs that can be made uſe of as a ſupply, or for re-payment of others which are ſo made uſe of; and to whoſe care and induſtry this buſineſs is much indebted. Having, along with him, carefully reviewed the courſe of the canal formerly traced out, it does not appear that any very material alterations or deviations from that courſe are neceſſary, till we arrive at thoſe places where we muſt turn off on account of the extenſions. In re- gard to that at the eaſt end, I find it adviſeable to bring the canal as before, to or near Bainsford, (juſt beneath the word Camelton, in fig. 2, plate 4), where it interſects the . road [ 89 J . - road from Falkirk to Carron: in its paſſage from thence to the Hewk, it may be carried on either ſide of Kerſe-houſe, the north fide is the more direét, according to the dotted line P upon the plan; but as it meaſures but a quarter of a mile more, to go upon the ſouth ſide, by Mr. Longmuir's houſe, and without interfering with the policy, I have made the deſign and eſtimate upon that footing, the difference of expenſe for the 84 feet canal being ºf 558. - - The moſt material deviation that I have made from the former deſign, is by taking the Allander paſſage in preference to the Canny's burn. Having originally given pre- * ference to the Allander paſſage; that part of the tract of the canal from the Allander to Garſcud bridge, was not ſurveyed, but was laid down by the eye; this alteration of my firſt intention, was what occaſioned the want of an ačtual ſurvey of that part ; for finding, on computation from my notes, after I had left the country, that the expenſe of cutting the hill from Canny's burn into St. German's Loch, would be greatly ſhort of cutting that by the Allander ; this occaſioned a correſpondent alteration in my deſign. But upon this laſt review I find it will be neceſſary, in paſſing from the Allander to Canny's burn, to paſs through two other hills as troubleſome as the former. This would not have been neceſſary for veſſels of the ſize I firſt computed upon ; becauſe, at all events, I knew I could condućt them down the courſe of the Kelvin itſelf to Garſcud bridge; but this, for veſſels of the ſize propoſed, would be more troubleſome to do than even the impediment we mean to avoid. As, therefore, upon the footing of the preſent ſcheme, it will not, according to the beſt eſtimate I can make, coſt above £10oo more to go by the Allander, than by the Canny's burn paſſage, and at the ſame time ſhorten the diſtance one quarter of a mile, as well as avoid the policy of Killarmine- houſe, with a leſs chance of unforeſeen difficulties; on theſe conſiderations, I have now drawn and eſtimated the courſe of the canal by the Allander paſſage, at the ſame time ſtating the difference, in caſe the chance of the above ſaving is thought worthy of attempting. - - The next conſiderable deviation is in order to avoid going through the policy of Graſcuddon, by cutting through a riſe of about eighteen feet extra height, which paſſage was pointed out by Mr. Mackell. This work I eſtimate to coſt £238, which, with ſome leſſer inequalities, may poſſibly amount to £300. This will, indeed, throw the general courſe of the canal about three furlongs further round; but, as it will ſhorten the Glaſgow communication by two furlongs, there is, upon the whole, only one furlong extra, the charge of which, for the 84 feet canal, will be alſo about £300 more; but, as this will avoid at leaſt ºf 300 extra charge in paſſing through the piece of water at TVol. II. N - Graſcuddon, Af I go Graſcuddon, and furthermore avoid the difficulties that may attend a muddy bottom, in going down from the point of deviation to Graſcuddon; perhaps, upon the whole, there will be little difference in point of expenſe. I have, therefore, made the deſign and eſtimate according to this deviation. Upon entering into the detail of this affair in the execution, it muſt be expected that many deviations may appear eligible ; it is, therefore, not to be expected the canal can, at preſent, be fixed to a point, and I can only ſay in anſwer to thoſe that might deſire it, that I cannot take upon me to do it, and I think it would be very unadviſed in any man ſo to do, even in works of much leſs bulk, extent, and expenſe than this. ' There muſt be a degree of latitude in an affair of ſuch great conſequence, for ſecond thoughts and improvements. - Austhorpe, 8th oãober, 1767. ===== J. SMEAton. . Firſt ESTIMATE for a canal from Forth to Clyde, for veſſels drawing eight feet water, and the locks, &c. to contain thoſe of twenty feet wide and ſixty feet long, with a branch of the ſame ſize to Glaſgow. . . - the canal, for vessels of twenty feet wide, and drawing eight feet water; if made of full width, so as to draw easy, should have a twenty-seven feet bottom, and be 84 feet depth of water, which will require the canal to be 10+ feet deep at an average; this made with slopes at a medium as three to five, will, at 5d. per yard cubic, come to £1903. 12s, 23d. per mile; but, for even numbers, say £1904. per mile, and the canal, including the Glasgow branch, with its extensions, as per plan, being thirty-seven miles, in the whole, will come to agº sm tº º º º = " " - . . This canal will admit of sea-built vessels of the above dimensions to pass in every part; but yet to allow for turning places and other extra widths, allow upon the whole one mile extra, - ſº &s * - tº s' sº - The width of the canal at top being sixty-two feet, and the same width being allowed on each side for depositing the earth, and for back-drains, fore-shores, &c. the whole width ' ' will be sixty-two yards, which takes 1635 acres per mile, and for thirty-seven miles 603 £ * 70,448 1,904 12,062 aéres, which, if purchased at a medium at £20, will come to dº ºn Besides what is immediately occupied by the canal, it will be necessary to allow for aque- ducts, trenches, reservoirs, and other conveniencies, the value of 100 acres more, which, at the mean price of £20, per acre, is meant to include Dolater bog, - - Carried forward 2,000 mºmmemº 86,414 The I 91 1 * Brought over, The perpendicular height before ascertained, from neap tide high-water mark to the surface of Dolater bog, is 147 feet; but, according to the present scheme, it will not be neces- sary to enter from the level of the bar, which is reckoned nineteen feet below high-water mark of neap tides; and as it may be adviseable to keep the canal of partition two fect above the level of the surface of the bog, the whole perpendicular will be 168 feet, which at eight feet each lock, makes twenty-one locks upwards, and the same downwards, and will in the whole be forty-two locks; which, for vessels of the dimensions specified, ought to be 20+ feet wide, and seventy-two feet long, which will cost £1000. each, wº To an extra double lock, for a double entry at Grange burn foot, with extra expenses in diverting the burn, º ſº T - º ſº wº * To making an aqueduct bridge over the Grange hurn, ſº tº º s To extra digging in passing a narrow gripe, between two rising grounds, west of Mungull's house, * * - - Qº-º - * = gº tº º To extra digging through the summit of the ground, between Glenfour and Newhall, above Camelton, • aº - - - sº - - is Extra banking across the hollows betwixt Newhall and Bonnie mill, and one small river, To an aqueduct bridge in passing Bonnie mill burn, º ſº tº º * , sº To extra work in passing Seabegs wood, Trannock burn, Acre burn, and some other hollows, and rises from thence to Castle Cary bridge, - tº - wº - - To an aqueduct bridge for passing the river Bonnie, near Castle Cary bridge, and banking there, * * , ſº • • tº , - • To extra cutting in the canal of partition, so as to make it a fifty feet bottom, ſº To making two dams, one at each end of Dolater bog, so as to form the whole into a reser- voir, se sº tº tº , ſº tº ºn tº ºn To defending the dam-heads and banks of the reservoir with stones against the wash of the Waves wº * • tº º º º' ºn º To making a sluice for drawing the water from the reservoir into the canal of partition, and over-falls for discharging the water each way, Eº ſº sº tº To building a dam and other works at Inch Belly bridge, for the passage of the canal there, To extra expenses in passing the Loggie at Kirkintulloch, cº tºge de To a dam and works at Calder bridge, [º tº ºn tº e sº - To extra expenses in cutting the hill near New Kilpatrick, in the Allander passage, com- puted to be thirty-six feet above the bottom of the canal, the digging at 6d., and walling at 5s. per cube yard, - - - . . . . * . - To extra expenses in cutting the hill by the weaver's house, above Grascuddon £238, this, with some other inequalities, may be called - - º - To extra work in making a jetty to defend the mouth of the canal , from the lodgment of sand and mud, and clearing a passage into Clyde, - " - - - - To extra cutting in passing the rising ground opposite Blart hill, and in altering the turnpike road, upon the Glasgow branch, ... a . . . . . - . * - s º' . . . . . . . . . * * * * * * Carried-forward - $6,414 42,000 2,000 500 1(30 115 600 1,500 400 1,200 1,478 300 1,408 100 500 300 500 9,166. 300 150 700 mºm - 'ſ g 149,73 I "To [ 92 J - Brought over tº wº To building an aqueduct bridge over the river Kelvin, in order to carry the canal to Glas- gow, including other extra expenses in passing that river, - - - Tº 4,000 To making aqueducts, trenches, with such tunnels and bridges as may be wanted, for bringing the several supplies proposed into the Dolater reservoir, * : º 500 To six public roads, draw or turning bridges, viz. at the road from Falkirk to Carron and Stirling, Camelton, Inch Belly, Calder, and Brick-house, upon the road from Glasgow to Dumbarton, and one upon the branch canal, where the same road intersects it near Blart hill, at £600. each, tºº • , ' , = , " - * : ; * 3,600 To ten draw or turning bridges of lesser dimensions, where the lesser roads intersect the canal, at £400. - tºp * > _ - tºo ... we - 4,000 To twenty-one carriage bridges, of the draw or turning kind, for communications between phe lands, which, with the great and small bridges, make at the rate of one in a mile, at £250. - " - sº wº wº- _- ... • . = 5,250 To fifteen large tunnels, for communicating the lesser brooks under the canal, at £60, each, 900 To fifty-nine small tunnels, for preserving the present water-courses, making, with the large ones, at the rate of two in a mile, at £20 each, - - ' ' ' - - 1,180 To making towing-paths, back drains, gates, towing bridges, &c. at £25, per mile, • 925 To bringing the water of Enrick from a little above Randeford into Carron, - - . . . 150 To bringing the burn of Ballagin, with some springs rising out of the hills to the west of • the spout of Ballagin, that now fall into the water of Blain into Kelvin, &_* * * 100 To making trenches, sluices, &c. for drawing off the water of Bishop's loch, and three others in that neighbourhood, in case it shall be required, - ... - - iſ e I00 To expenses in making weirs to contract the channel at low water for deepening Erskin . . sand, - - - º - - - - 1,000 To deepening Dumbuck ford, so as to make eight feet six inches water at common neap tides, 1,000 To temporary damages, unforeseen accidents, impediments, and works, engines, utensils, and . surveyors' salaries, supposed at £15, per cent. • - - - 25,865 - - * t . . . . . *, i 198,301 N. B. The above is excluſive of all expenſes in making harbours, warehouſes, quays, and other conveniencies in landing, depoſiting, and ſhipping of goods, and of all expenſes attending getting an act of parliament, and of all ſurveys, &c. previous thereto; and for all allowance of intereſt of monies, and of ſalaries to the principal engineers and accountants. Nor would I be underſtood to aſcertain any thing as to the value of the lands, the number of acres excepted. . . . . . . , ', , , , , N. B. Whatever waters may be wanted, further than the expenſe above computed will bring, muſt be in conſequence of ſuch an addition of trade as will very well pay all additional charges. - - \ Second Æ - [ 93 1 Second ESTIMATE of the probable expenſe of making a canal, of ten feet depth of water, from the Hewk farm, at the mouth of Carron upon the Forth, to below Dumbuck ford, upon the river Clyde, with a branch of the ſame ſize to Glaſgow. The width of the vessels being twenty feet, as before, the same width of bottom will £ serve, viz. twenty-seven feet, and the depth of water being ten feet, we may call the whole depth twelve feet, the slopes being three to five, as before, will at 6d. per yard cubic, come to £2757. 6s. 6d. which, for even numbers, call 362758, this for thirty- seven miles will come to dº _ = - - - - 102,046 According to the above dimensions, the mean breadth of the canal at top will be sixty-seven feet, and allowing the same breadth on each side, for the banks, back-drains, and fore- shores, the whole breadth will be sixty-seven yards, this will contain 19. ºs acres Scotch measure, per mile, which, if purchased at a medium at £20 an acre, comes to g- > 14,356 The length, breadth, and rises at the locks, being the same as before, they will be deeper } by eighteen inches; which, together with a greater degree of strength necessary, not only on that account, but on account of the greater weight of vessels running against them, will produce a difference of at least £100 in each lock; there will, therefore, be forty-two locks, at £1100 each, Lºs • gº as - as 46,200 - - - * - [. • 162,602 In the foregoing estimate, for 8; feet water, the whole cost is - £198,301 Deduct, viz. cutting - - • • 3670,448 -. ‘. . . . . e-ze : Land tº J cº Igºr 12,062 Locks - º - 42,000 * Fifteen per cent." as a. sº 25,865 - - A Total deduct º 1 tº - tº º 150,375 Remains for extra works, lands, &c. . sº tºº 47,926 To this add one third for increase in these articles 15,975 ººmsº The sum will be the supposed expense of the same articles upon the increased plan - 63,901. From the Forth to Dalmoore burn foot - - - - #226,503 { . - [ 94 l The ESTIMATE for carrying the canal from Dalmoore burn foot, to below Dumbuck ford, being four miles, is as follows: £ To making an aqueduct bridge over Dalmoore burn uº. wº sºn *- 667 To making the canal within land three-quarters of a mile below the foot of Dalmoore burn; - that is, cutting and land, at the price mentioned of the first and second article tº- • . 2,369 To raising a strong bank within the tide's marks, and thereby inclosing a space to be used as a canal; this, at sixpence per yard, is £3,300 per mile, and for one mile and three- quarters • • tº ^- † - 4-3 - * tºº 5,775 To defending the same towards the Clyde, with stones; these at two shillings per ton, come to ! . £704 per mile, and for one mile and three-quarters wº gº - wº 1,232 To building an aisler wall, where the Whinstone rock interferes, upon a sloping shore, being about half a mile in length; the solid being computed at five shillings per cube yard, will Come to s' • - . . - sº ... • * ing ‘ 1,173. To aisler facing for ditto, at eight pence per yard * sº * * º 1,320 To forming a slope of earth within the same, at sixpence per yard, cubic sº º 352 To cutting the neck of Whinstone rock, behind the castle of Dunglass, so as to make a passage twenty-four feet wide, containing 64,000 cube yards, at five shillings tºp - 1,600 To one mile of cut below Dunglass, in order to clear the ford, and get into deep water; the cutting and land as per first and second article tº º s tº- agº, ſº 3,146. This being done in the tides way, we may add for drainage of water, and other extra ex- * * penses tº * … * * dº - - tº sº s. 400 From Dalmoore burn foot, to below Dumbuck head ſº wº sº tºº 18,034. From the Forth to Dalmoore burn foot cº-> º •. º • - 226,503 The whole work being attended with greater hazard of rocks, mud, and many other difficulties, I think it necessary to allow twenty per cent. for contingent expenses upon the whole estimate • gº tº º tº º - .. 48,907 ić293,444 N. B. Exceptions as before, - t- Third [ 95 | Third ESTIMATE of the expenſe of a canal of ſeven feet depth of water, from the Hewk farm, at the mouth of Carron to the foot of Dalmoore burn, upon the Clyde, with a branch of the ſame dimenſions, to Glaſgow: As I suppose a canal of seven feet deep, vessels of about eighteen feet will be the ordinary size, a twenty-four feet bottom will be sufficient, and the mean depth being supposed nine feet, this with battens or slopes in the proportion of three to five at a medium, will, at 4d. per yard, cubic, come to £1,144 per mile, and this for thirty-seven miles, including the Glasgow branch and all extensions as per plan, comes to - º dº To allow for passing places, turning places, &c. I allow the value of one mile extra a The width of the canal at top being fifty-four feet, and the same width being allowed on each side for depositing the earth, back drains, fore shores, and other occasions, this will make a breadth of fifty-four yards, which is 15.1% Scots acres per mile, and for thirty-seven miles, 577 sacres, which, supposing the purchase made at a medium price of £20, will COme to *s sº - cº - - - - Besides what is immediately occupied by the canal, it will be necessary to allow for aque- ducts, trenches, reservoirs, and other conveniences, the value of £100 acres more, which at the mean price of £20 per acre, is meant to include Dolater bog - tºº tº e The perpendicular height of 147 feet before ascertained from neap tide high-water mark, to the surface of Dolater bog, must be added according to the present scheme, the height of the said neap tide high water above the level of the bar, viz. nineteen feet. And as it may be adviseable to keep the water in the canal of partition two feet above the level of the surface of the bog, the whole perpendicular will now become 168 feet, which, at eight feet each lock, makes twenty-one locks upwards, and the same downwards, that is, in the whole forty-two locks, which, if made 20+ feet wide, and seventy-two feet long, to hold vessels of twenty feet wide, and sixty feet long, will cost £900 each º To an extra dotible lock for a double entry, at Grange burn foot, with extra expenses in diverting the burn sº gº º tºº tºm ſº c. * age To making an aqueduct bridge over Grange burn - * * - - To extra digging in passing a narrow gripe between two rising grounds, west of Mungull's house tº - * s as gº * = gº To extra digging through the summit of the ground between Glenfour and New Hall, above Camelton º tº- - sº w sº tº- e. To extra banking across seven hollows betwixt New Hall and Bonnie mill, and one small rise * = º - ' tº tº º tº wº ſº To an aqueduct bridge in passing Bonnie mill burn gº E_2 tº ºs To extra work in passing Seabeg's Wood, Trannock burn, Acre burn, and some other hellows and rises from thence to Castle Cary bridge ſº - tº a sº Carried forward ſº J 38 42,328 1,144 11,544. 2,000 37,800 1,800 400 100. 100. 600 1,250 400 98,466 I 96 J - Brought over gº To an aqueduct bridge for passing the river Bonnie, near Castle Cary bridge, and extra banking there, Q- tº e tº * - {- & gº To extra cutting in the canal of partition, so as to make it a fifty foot bottom, tº To defending the dam-heads and banks of the rescrvoir with stones against the wash of the waves, tº a =s º tº ºn tº - º º gº? To making two dams, one at each end of Dolater bog, so as to form the whole into a reservoir, - º *ºn º * ſº - - To making a sluice for drawing the water from the reservoir into the canal of partition, and over-falls for discharging the water each way, *º E_ - . tº a To building a dam and other works at Inch Belly bridge, for the passage of the canal there, To extra expenses in passing the river Loggie at Kirkintulloch, tº º - tº - To a dam and works at Calder bridge, tº- sº ſ ºf gº tºº To extra expenses in cutting the hill in the Allander passage, near New Kilpatrick, COIºl- puted to be thirty-five feet above the bottom of the canal, the digging being estimated at 6d., and the walling at 5s. per cubeyard, - dº gº tº º ſº a To extra èxpenses in cutting the hill at the weaver's house, above Grascuddon, with some other inequalities there, & ºt ſº e-e * , « . » *g To extra work in making a jetty, in order to defend the mouth of the canal from the lodg- ment of sand, and clearing a passage into Clyde, ſº - tº º Eº To extra cutting in passing the rising ground opposite Blart hill, and in altering the turnpike road upon the Glasgow branch, gº sº 2 ſº dºs To building an aqueduct bridge over the river Kelvin, in order to carry the canal to Glas- gow, including other expenses in passing that place, tº ºs ſº ſº tº To making aqueducts and trenches, with such tunnels and bridges as may be wanted, for bringing the several supplies proposed, into the Dolater reservoir, as « . » To six public road draw bridges, or turning bridges, viz. that at the road from Falkirk to Carron and Stirling, at Camelton, Inch Belly bridge, Calder bridge, and Brick-house, upon the road from Glasgow to Dumbarton; also one upon the branch canal, where the same road intersects it near Blart hill, at £600. cach, = º tºº To ten draw, or turning bridges, of lesser dimensions, where the lesser roads intersect the canal, at £400. g = tº s tº- tº . • ... sº tº To twenty-one carriage bridges for communication between the lands, mo & tº To fifteen large tunnels for communicating the lesser brooks under the canal, at £60, each, To fifty-nine small tunnels for preserving present water-courses, making, with the large ones, at the rate of two in a mile, at £15, each, , tºº - sº º To making towing-paths, back-drains, gates, towing bridges, &c. at £20, per mile, , * To bringing the water of Enrick from a little above Randeford into Carron, To bringing the burn of Ballagin, with some springs rising out of the hills to the north-west of the spout of Ballagin, that now fall into the water of Blain into Kelvin, tº º Carried forward tº- 98,466 1,000 1,478 300 1,408 100 500 300 500 8,166 250 150 600 3,500 500 3,600 4,000 5,250 900 885 740 150 I 00 *-ºsmºmum 133,843 To [ 97 1 Brought over • isſus To making trenches, sluices, &c. for drawing off the water of Bishop's loch, and three others in that neighbourhood, in case they should be wanted, tº - - 100 To temporary damages, unforeseen accidents, impediments, and works, engines, utensils, and surveyors' salaries, supposed at £10 per cent. - ſº * … - 13,394 N. B. Exceptions as before, - • - 147,337 . . . J. Sweaton. Austhorpe, 8th October, 1767. - * * , vol.II. * o " A REVIEW [ 98 I A REVIEW of several matters relative to the Forth and Clyde navigation as now settled by act of parliament, with some observations on the reports of Messrs. BRINDLEY, YeoMAN, and GoLBURNE, by JoHN SMEAton, civil engineer, and F. R. S. | I NOW ſit down, at the recommendation of the committee of the Forth and Clyde navigation, to conſider the reports of Meſſrs. Brindley, Yeoman, and Golburne, and, (as deſired), to make ſuch obſervations thereon and anſwers thereto, as to me ſhall ſeem proper. I ſhall, therefore, endeavour to acquit myſelf of this buſineſs, not alto- gether by purſuing the queſtions and anſwers in the order in which they have been produced, but by endeavouring to bring the main things as much as poſſible into VICW. * The moſt material point, as it occurs to me, is concerning the place of entry at the Carron end of the canal; and the queſtion ſeems not whether the entry ought to be at the Hewk farm, or further up the river, at or near the Carron eſtabliſhments: but whe- ther an entry at or near the Carron eſtabliſhments alone, will not be preferable to an entry at each of thoſe places. It has been given out, (and I find Mr. Yeoman touches upon it), that the places of entry were not of my chooſing; and as they differ from the places pointed out in the plan contained in my firſt report, that this deviation is contrary to my own opinion, and wrong in itſelf. In order to clear my way through the whole of this queſtion, I beg leave to premiſe, that when I made my firſt report, the two great difficulties that were apprehended were money and water ; of the latter I found a ſufficiency, but of the former I had great rea- ſon to be apprehenſive there would be no ſuperabundance; and as the ſort of veſſels, ſize of the canal, and ſpecies of navigation, were entirely left to my choice by the Board of truſtees, who then did me the honour to employ me, my endeavour was to produce a ſcheme which was likely to anſwer the end propoſed, viz. a general communication between the two ſeas, and which as ſuch could be executed at the ſmalleſt expenſe. In this view of a general communication between the two ſeas, it ſeemed to me a sine quá non, that it ſhould be of a ſufficient ſize to carry ſuch veſſels as could freely . . - and [ 99 J and ſecurely navigate the two Firths, whereon the two ends of the canal muſt terminate; for by this property every port on each of the Firths will in a manner become a harbour to the canal, and partake of the benefit thereof, in proportion to their more or leſs advantageous ſituation: whereas a canal of a leſs ſize, capable of admitting ſuch veſſels only as would navigate the canal, without being capable of navigating the two Firths, could never be conſidered as a general communication between the two ſeas, but only as a particular communication between two places, one at each end of the canal, and each communicating with the reſpective ſeas; and which places would thereby reap, in a manner, the whole benefit; and more eſpecially ſo, if the points of termination were drawn into ſuch ſhallow water, that no other port or place could avail itſelf of the paſſage without the uſe of mean or intermediate veſſels to carry goods from the principal ſea-ports, where large veſſels could be received to the reſpec- tive entries of the canal, which double tranſhipping would lay ſuch a weight upon the out-ports, as would in effect become an entire monopoly of carriage between the two places of termination. - - - # ' ' , , As I neither was at that time, nor profeſs now to be, ſo far maſter of the general art of conſtructing veſſels for navigation, as to aſſign the meaſures moſt proper for each parti- cular ſervice, and finding the artiſts themſelves in theſe branches to differ in their opinions, thoſe who have been chiefly in the pračtice of building flat veſſels for ſhallow water, attributing properties thereto which are by no means allowed by thoſe who are in the habit of building ſharper veſſels for deeper water; and being willing to found myſelf upon ſecure principles, I took the ga boats or galberts of the river Clyde for my model: knowing that the daily practice of theſe veſſels was to carry goods between port Glaſgow and Greenock to Glaſgow, and I was informed they occaſionally went to much more diſtant places upon the Clyde, and even to Ireland; knowing alſo from a former acquaintance with the river Clyde, the difficulty of getting up theſe veſſels to Glaſgow- in dry ſeaſons and ſhort tides: I took for granted that theſe galberts were conſtructed - upon as flat a model as would anſwer the purpoſes of the navigation in the open Firth ; and as I found they drew at a medium about four or 44 feet water, I concluded that a canal of five ſeet depth of water would give ſuch latitude in point of conſtruction, that my principal view could not miſs of being completely anſwered, that of a free, open, and general navigation, between every port on the Firth of Clyde, to every port on the Firth of Forth. ſº - - . . . . . . . It is true I know of no ſuch veſſel on the Firth of Forth ; the flatneſs of the river Clyde, ſome miles below Glaſgow, having produced the neceſſity of uſing ... -- % galberts I Ico I galberts on that Firth ; yet, by parity of reaſon, I ſuppoſed them as capable of navi- gating one Firth as the other. Having thus found myſelf in poſſeſſion of a veſſel, which, though the ſmalleſt that would effectually anſwer my view of a general communication, was yet conſiderably more bulky than thoſe commonly uſed in the artificial navigations in England; and as the bulk, weight, and expenſe of thoſe works muſt increaſe in proportion to the weight of the veſſels that are to navigate through them, this occaſioned me to conclude that theſe were the largeſt ſize that would be convenient for an artificial navigation. See firſt report, page 40, and ſecond report, page 73. . . . . The twofold view of a general communication, and at the leaſt poſſible expenſe, determined me likewiſe with reſpećt to the places of entry. I was not inſenſible at that time that if the places were ſo choſen, that the veſſels could enter at all-times of tide, it would be preferable to their entering at high-water only, at neap tides; but the extenſions neceſſary to produce this, ſeemed to me likely ſo much to ſwell the ex- penſe, that I laid aſide every thought of that kind, and contented myſelf with pro- poſing ſuch places as afforded a ſecure entry at the high-water of neap tides. This pro- duced the propoſition of an entry a little above Abbotſhaugh, at the Carron end; for though the tide navigation might have been continued a little further up, yet the ground for a departure appeared to me far leſs proper. With reſpect to the entry at Barns of Clyde, that could not properly be carried higher on account of a ſhoal juſt above, where the galberts are ſtopped at ſhort tides; and though the city of Glaſgow had at that time an act of parliament which authoriſed them to deepen the river, which might have enabled the entry to have been made nearer Glaſgow, in caſe that had been performed; yet, as the magiſtrates of that city had laid aſide their proſecution of that work for ſome years, after it had been put in hand under my direétion, I could not think it right to adviſe my employers to build any part of their ſcheme upon one which another ſet of gentlemen had it in their power to execute, or not, as they thought proper. Theſe were the general views and ideas upon which my firſt plan and report were built, which were delivered to the honorable Board of truſtees for fiſheries and manu- fačtures in Scotland, in March, 1764; it now comes in courſe to ſhew my reaſons for the deviations from the above plan, as per ſecond plan delivered in the month of Oc- tober, 1767. [ . Iot I But firſt I muſt prémiſe, that in whatever charaćter my brethren may be ambitious of aćting, I leave that to them ; for my own part, I ſhall take this opportunity, as I find gentlemen apt to miſtake the charaćter in which I am deſirous of appearing, to de- clare that I do not act in conſequence of any public authority or commiſſion, to enquire, determine, and declare what is beſt for the public, or what in its conſequences will aſſuredly promote its good. I ſhould indeed be very ſorry to have ſo great a weight laid upon my ſhoulders, which neither my ſtudies nor inclinations have qualified me to undertake. I confider myſelf in no other light than as a private artiſt who works for hire for thoſe who are pleaſed to employ me, and thoſe whom I can conveniently and conſiſtently ſerve: They who ſend for me to take my advice upon any ſcheme; I con- ſider as my paymaſters; from them I receive my propoſitions of what they are deſirous of effecting; work with rule and compaſs, pen, ink, and paper, and figures, and give them my beſt advice thereupon. If the propoſition be of a public nature, and ſuch as involves the intereſt of others, I endeavour to deliver myſelf with all the plainneſs and perſpicuity I am able, that thoſe who may have an intereſt of a contrary kind may have an opportunity of declaring and defending themſelves. I do not look upon the report of an engineer to be a law, at leaſt not my own. As a propoſition, every one has a right to objećt to it, and to endeavour to prevent its paſſing into a law, or to oppoſe its execution in ſuch a way as may be detrimental to others: had, therefore, Meſſrs. e Brindley, Yeoman, and Golburne been ſent for in conſequence of my ſecond report, publiſhed in 1767, in order to have"examined the matter thereof, and to have enabled thoſe who might think themſelves concerned to oppoſe the propoſition, nobody could have objećted to ſuch a procedure; but after the propoſition has been ſuffered to paſs into a law, and thereby tacitly aſſented to, to ſend for engineers to determine whether the law itſelf be rightly founded, and to prevent the execution till that be de- termined, is indeed to me a very extraordinary evolution, and a ſort of proceeding . which, as I think, every well-wiſher to the ſucceſs of the ſcheme ſhould ſet his face againſt. Had the matters objećted to been different in the aët from the ſcheme, or had the execution of the aët differed from the ačt itſelf, there had been ſome colour for this interpoſition; but, if not, and if it was as well known that the Hewk farm belonged to Sir Lawrence Dundas, in Očtober, 1767, as that the eſtate of Abbotſhaugh belongs to Meſſrs. Garbett and Co. in 1768, thoſe manoeuvres cannot now be looked upon other than an unſeaſonable interpoſition to ſtop the progreſs of the work. Reſpecting the two ſchemes, I have no heſitation in declaring that my ſcheme for a general communication between the two ſeas is contained in my firſt report, that is, with ſuch correčtions as the difference of circumſtances that have ariſen ſince my firſt report A WaS I 1oz. . ] was drawn up, and better information might ſuggeſt; and that the enlargements upon my firſt plan and report were propoſitions given me by my employers, and I ſhould be ſurprized, if this ſhould be matter of news to any one concerned, ſince I have fully declared the ſame in my ſecond report, to which I refer; nor could I poſſibly ſee the matter in any other light, ſince the reviſal of my firſt plan was undertaken in conſequence of a compromiſe between the contending parties in parliament at the cloſe of the pre- ceding ſeſſion; one of which articles was, a branch to Glaſgow of the ſame dimenſions as the main canal, which, 'tis very probable, I might never have adviſed as a thing to be undertaken by the proprietors of the main work. The places of entry were alſo pointed out to me by the report of the committee of royal boroughs, which I have ſtated in my ſecond report, pages 85 and 87, a copy of which I received from Mr. Chalmers, who alſo furniſhed me with the greateſt part of the data, as ſtated in my ſecond report, upon which I proceeded; but I beg leave to ſay it does not follow, that becauſe I did not form the propoſitions for enlarging my firſt ſcheme, I did not ap- prove of them; the material queſtion, I think, is not who formed the propoſitions, but whether the matter therein contained be right or wrong. . . . . In regard to theincreaſe of depth of water beyond my firſt propoſition, I take it as a ſelf-evident truth, that every increaſe of depth muſt be an increaſe of advantage to trade; but as trade is not my profeſſion, I neither do, nor ever did, take upon me to determine.whether any given increaſe of depth would be attended with an advantage equal to the increaſe of expenſe, and alſo length of time attending the execution: this I muſt leave to men of trade to determine, ’tis ſufficient for me if I can compute what the difference of expenſe will be. It was, therefore, given me as a propoſition to com- pute the expenſe of a canal of ſeven feet, eight feet and a half, and ten feet deep, in order that thoſe whom it concerned might make their choice. . . . . . . . . . Reſpecting the extenſions, it is impoſſible for me now to ſay what my ideas of the neceſſity thereof might have been, had not this part of the work been undertaken and prepared for me before my arrival, by the convention of royal boroughs. That “the “ greater the depth of water where the entries are made, caeteris paribus, they “ are the better,” I could eaſily ſee, without the help of the committee of royal bo— roughs; but in what degree trade would be benefited by a given difference of depth of water at the entries; or to ſay what difference of depth is to trade worth what ſum of money; how far the cap ought or ought not to be put off to certain very reſpectable bodies of men, or the line drawn aſide from the more general convenience, are matters that might have puzzled me, had they been left naked to my determination. I there: fore I 103 fore thought myſelf very happy, that this part of my taſk had been brought to a point by ſo reſpectable a body of men, who, if I underſtand the affair, are a body incorpo- rated by act of parliament, and have the ſole power of regulating public matters of trade throughout Scotland, and whoſe authority therefore in this kind of matters I had reaſon to think ſo much better than my own. I can therefore only now declare the reaſons that induced me to acquieſce in the opinions of theſe gentlemen reſpecting the plages of entry ; which, if I could not have done, I ſhould certainly have thought it my duty to my employers to have declared. T - - - ... In the firſt place, I found the number of veſſels ſo much encreaſed at Carron, beyond what I had obſerved at Carron ſhore, when I was upon my ſurvey in Auguſt, 1763, owing not only to the increaſe of trade occaſioned by an augmentation of iron works there, but more eſpecially by the eſtabliſhment of the Carron Ship Company ſince that time ; that had my firſt idea of a five feet canal, to be done at the leaſt poſſible expenſe, been adhered to, I ſhould certainly, on this review, have adviſed the entry to have been made below all the Carron eſtabliſhments, in order that ſuch veſſels as wanted to paſs the canal, independent thereof, might have room to go quietly by them. This, I ſay, muſt have been the caſe had the five feet canal been adhered to ; but as the propoſition now was for a canal of at leaſt ſeven feet, and of a depth of 84 feet, at a medium, as a much greater quantity, and bulk of veſſels muſt be expected in conſequence of its admitting thoſe of a ſea conſtruction, I did not, nor do I now think, that the new cuts through which the river is turned, which begin juſt below the elbow where the grounds of Abbotſhaugh terminate, of ſufficient width to afford a convenient reſting place for - ſuch kind and ſort of veſſels as were now intended to navigate the canal: add to this, that but a little way below the termination of theſe cuts, there is the moſt remarkable ſhoal or ford upon the river commonly called Jemmy Reay's Ford, upon which, at high water at a neap tide, according to all accounts there is not above eight feet water, and in low neaps ſhort of that. As therefore the veſſels propoſed could not ſometimes, even at high water, paſs this ſhoal, the great and uncertain expenſe of lowering thereof, ſo as to make it certain and convenient for veſſels requiring any of the depths of water contained in the new propoſition ; and I may add, the not Having a perfect certainty of its remaining ſo, even after cleared s made it ſeem to me very adviſable, in a work intended for a general communication, to avoid all uncertainty of expedients, and to carry the Canal below Reay's Ford. But, ſuppoſing that done, we cannot go above a quarter of a mile, before we come to one of the moſt remarkable loops in the whole river, which either muſt be cut, or the navigation would remain inconvenient; and as my idea of the facility of cutting thoſe loops, ſo as to make them ſuitable to the river, . . . . . - did [ 104 did not, nor does now, happen perfeótly to correſpond with thoſe of my brethren, who have ſince been conſulted, I was of opinion that the canal could be continued ſuper- ficially upon the banks of the river at far leſs expenſe than this neck could be cut; and with this further, and very material advantage, that there is at leaſt four feet more water to Grange burn foot than if dropped into the ſtraight reach below Reay's Ford; this in conſequence carried me down to Grange burn foot, to the place where the interior entry is now propoſed. And as I neither did, nor do approve of making a cut for the river Carron acroſs the Hewk farm, in order to make the entry of the canal perfeótly convenient; and upon a ſuppoſition that money was not wanting, it did and does to me ſeem adviſable to extend the canal acroſs the Hewk farm to Holmerrie, becauſe here veſſels of ſeven, or even eight feet water, inſtead of being confined to half an hour at the high water of a neap tide, may go in at a neap tide low water, which, in my opinion, is not only a great advantage, but I take the liberty of afferting once more the outward entry will be attended with this further convenience, that a veſſel which can go into the outward reach of the Carron, may enter the canal at the exterior, or if not there, at the interior entry: for theſe reaſons I concurred with the committee of royal boroughs, that if general convenience be the objećt, and not ſaving money, which is a language not ſpoken of to me till lately, the canal ought to be extended to the Hewk farm. - . . . . . . . . . . . . . . . # e. • & . . . . -; . • : - * . . . • - . - It is very certain that if the proprietors will abate of the conveniencies of the canal, the expenſe may be conſiderably ſhortened: but I am not convinced that the expenſe will, upon the whole, be ſhortened by executing the alterations of the river Carron pro- poſed by the three gentlemen, whoſe reports I have now before me. I ſhould be much ſurpriſed if any of the proprietors who have attended the buſineſs of the canal, ſhould be uninformed that it would ſave expenſes by beginning the canal higher up the river than the Hewk farm; but it is certain the conveniencies are far from equal, as is apparent by the gentlemens' taking ſo much pains to form expedients to remove even in part, the natural difficulties which make the difference; and as to that part which they cannot remove, they tell you, that you will ſave money: they can- not ſay, they do not ſay, that it is as good to enter where you can go in at the high water of a neap tide only, as it is to enter where you can go in at the low water of a neap tide; but they tell you, that if you will give up this advantage, you will ſave ſome extent of canal, (made upon the ſuperficies of the ground, where it is moſt eaſy ;) and you will ſave the locks whereby you would be enabled to go down into deep water : why truly we knew all this, without Mr. Brindley, Mr. Yeoman, and Mr. Golburne. How . much ſ 105 || much of convenience to trade, is worth how much money, I have already ſaid, is not in my power to eſtimate ; ’tis enough if I can make an eſtimate of the coſt of what, I beg leave ſtill to ſay, is the moſt complete; whether this be, or be not worth the money F. leave to men of trade to judge. For my own part I chooſe to build my deſigns upon ſure grounds, whenever ſure grounds are to be had ; ’tis time enough to apply to expedients when we can do no other; that what is propoſed are but expedients the gentlemen them- ſelves, who propoſe them, apprehend; becauſe they deſire the works may be ſtopped. till it is ſeen whether they ſucceed or not. . In regard to the Clyde, I think it ſtands confeſſed that in its preſent ſtate an entry ſuitable to a canal of even ſeven feet conſtant water cannot be made materially higher than Dalmoore burn foot; and even thither, there is not that ample ſufficiency of water which is to be wiſhed; could it have been extended from Dalmoore burn foot, into as good water as is at Hewk farm, at an equal expenſe to the probable difference between beginning at Abbotſhaugh and Hewk farm, I ſhould not heſitate to adviſe it, if the money could be procured to do it. This, I ſay, is the caſe according to the ſtate in which I found the river Clyde in the years 1763 and 1767, and to have built any part of a ſcheme of this ſtill greater.extent, upon what the Magiſtrates of Glaſgow had it in their power to do, or not, at their pleaſure, and which they might or might not be able to do, would, in my opinion, have been very indiſcreet in me to have recommended. Mr. Golburne had not been upon the Clyde at that time; and if he had, it would have been no demonſtration to me that making a channel for veſſels drawing ſix feet water was making ſeven feet water, ſince, the galbert men could have told him that if they have an inch to ſpare they never ſtick faſt upon a ſhoal: be this as it may, if he can, as he ſays in his report, bring up veſſels drawing ſix feet water to the Broomie law at all tides, (and as is ſaid for him; without lock or dam,) for the ſum of £7000, he will do a thing remarkable in itſelf, and a good thing for the city of Glaſgow, and in which I wiſh him and the city of Glaſgow much ſucceſs: when that is done, the branch canal may be ſhortened ſeveral miles, by dropping into the river Clyde juſt below Blart hill: but as I like to work upon ſafe grounds when I can, Mr. Golburne muſt excuſe me if I cannot recommend to the proprietors to give up their entry near Dalmoore burn. foot, or ſtop their proceedings in joining the two ſeas, until he has brought his ſcheme to bear. Having now ſhewn the reaſons why my plans have been what they are, and in particular why I did not diſſent from the committee of royal boroughs in regard to the places of entry; and in the courſe thereof why I think a compound entry at Hewk. farm, at Grange burn foot, and one nearer the Carron wharfs, preferable to a ſingle Vol. II. - P entry; [ 106 || entry near the Carron wharfs only; I ſhall now proceed to make ſome obſervations upon the moſt material points wherein I differ in opinion from my brethren. • ' tſt, 2d, and 3d. With reſpect to the anſwers to the 1ſt, 2d, and 3d queries, I do not find that Meſſrs. Brindley and Yeoman have controverted any material point by me laid down; I have only to obſerve, that though they both in effect allow that they have not examined the ſources of water with that exačtneſs that I have, done, yet they admit that 100,000 tons of merchandize may be carried annually from ſea to ſea each way, whéreas the quantity I have eſtimated is no more than two-thirds of 100,000 each way. See 2d réport, page 74. I do not mean however to contradićt them. , 4th. Mr. Brindley recommends a canal of four feet deep, and veſſels drawing three feet water to be ſeven feet wide, and ſeventy feet long; this would be a very effectual way of ſecuritis the uſe of the canal to the two terminations; no port but that of Carron could have the leaſt chance, for ſince this kind of veſſels could ſcarcely venture out of the narrow cuts, not even below Jemmy Reay's ford, in a windy day; the large veſſels that now come to the Green brae, (that is, the natural harbour, conſtituted in the . reach within the Hewk point,) would be obliged to employ a mean or middle ſort of veſſel to carry the goods from the ſhip to the entry of the canal, and the ſame at the other end thereof: as to the ports of Leith, Borrowſtonneſs, and many others upon the Firth of Forth, together with Greenock, Port Glaſgow, and many others upon the Firth of Clyde, they would have no chance, even Glaſgow would ſtand but a bad chance without a ſide cut of equal dimenſions, or the main canal itſelf terminated there. In this caſe Mr. Brindley would have done well to have recommended the ſort of reſtraints that he would adviſe, to prevent monopolies and impoſitions. at wharfs and warehouſes, ſince no body but thoſe at the terminations could have any buſineſs there. Mr. Yeofhan agrees in thinking the ſeven feet canal to be thoſt proper, and Mr. Brindley, that it ſheuld not be exceeded. . . . N. B. As no difficulty is, too great for Mr. Brindley, I ſhould be glad to ſee how he would ſtow a fire engine cylinder caſt at Carron, of 63 feet diameter, in one of his ſeven feet boats, ſo as to prevent its breaking the back of the boat, or overſetting. * . . . . 5th, 6th, 7th, 8th, 13th, and 14th. There is no doubt but that the cutting of the neck of land, referred to in the 5th queſtion, will be a very great improvement to the navigation of the river Carron, up to Carron ſhore; becauſe I look upon it that'veſſels find far more embarraſſment and difficulty in getting round this loop, than in all the reſt : and [ 107 | and I am alſo of opinion, that this may be done without prejudice to the canal, as now going on according to act of parliament, provided proper caution is uſed, and the un- dertakers laid under proper reſtrićtions; and it is a work that I am told Sir Lawrence Dundas did propoſe to have done at his own charge; but with reſpect to the cutting of the point of land from Grange burn foot to Holemerrie, or taking the two necks to- gether in one ſweep from above the upper Salmon Zair to Holemerrie, I cannot by any means agree with my brethren in opinion; but that inſtead of making an excellent har- bour of two miles, they will entirely ſpoil a good harbour, which is now furniſhed by nature ready made. - I believe it may be laid down for a general rule, that all finall harbours have ſome inconveniencies, (ſmall I call that at Green brae in compariſon of Milford Haven), for the ſame means that render them more ſecure for veſſels when in, in general render them leſs acceſſable, eſpecially by ſome particular winds. - With reſpećt to veſſels intending to enter the canal, there is no difficulty; they can always: enter by either the exterior or interior mouth of the canal, or one of them, whenever they can get up the ſea reach, or mouth of the riverCarron, as before taken notice of I muſt ob- ſerve that the ſea reach is wide enough for veſſels to turn to windward, but that in the reach. next above, leading to the Hewk point, the channel is too narrow for large veſſels to do it, and troubleſome for ſmall ones, unleſs we except at or near high water ſpring tides. It will therefore happen, that when the wind blows right down this reach, which bears. S. S. E. and N. N. W. or indeed within fix points of the compaſs, that there will be a difficulty in getting veſſels, eſpecially large ones, up this reach; but then it is to be obſerved that this reach, lying nearly parallel to the Firth of Forth, nearly the ſame winds that hinder them ſailing up this reach will alſo be againſt them ſailing up the Forth. to Carron mouth ; however, as there is ample room in the Firth of Forth for veſſels to , turn to windward, I do admit that it may happen that veſſels may get into the Carron mouth, when they cannot get up this reach ; but in all theſe caſes, as the wind will blow. over land, this reach will be a place of ſafety for ſuch veſſels to lie in till the wind changes favourably; and indeed there is no occaſion for their lying here, unleſs it blows hard againſt them, becauſe the length of this reach is not ſo great, but that they may one tide of flood warp themſelves in round the Hewk point, where they meet a ſafe harbour, and in every reſpect, except the circumſtances above mentioned, an ex- cellent harbour, as is already found by the large veſſels that frequent it, and deliver: their cargoes at the Green brae, a harbour capable of taking veſſels at ſpring tides of five or ſix hundred tons, and of three or four hundred tons, (according as they are: built), at neap tides. The author of a tract now before me, ſeems to have been fully. ſenſible [ 108 ſenſible of the importance and excellence of this harbour; when ſpeaking of the river Carron he ſays, “ within the mouth of the river there is a moſt capacious ſtation for “ ſhips of any burthen, of about half a mile in length, having from twenty-two to “twenty-four feet water in ſpring tides, and from fixteen to eighteen in neap tides. “Further up the river, (near the place where the canal is intended to come in, and “ where the Carron company have built wharfs or quays for the export of their iron and “ other manufactures), the harbour has been greatly improved by cutting one large “ loop, and there is another now cutting in the river, (both at their own expenſe), “ which will make twelve feet water in ſpring tides, and eight feet in neap tides. “ The harbour of the river Carron is capable of containing 10oo ſail of ſhips, and “ the boats uſing the canal may ſail to any one of them, whether they be at the entrance “ of the canal, (where ſhips uſing the coaſting trade do now come up), or at the “ mouth of the river at Green brae, (where ſhips, drawing from twenty to twenty-four “ feet water, of 500 or 600 tons or upwards may lie), and this without any expenſe of “ lock dues, &c. as the river is a free navigation.” Who was the author of this traćt I know not, but when I was upon the view of the river Carron, in Auguſt, 1767, it was put into my hands by Mr. Gaſcoigne, as a thing whoſe truth was not to be queſtioned: it is entitled, “A ſhort deſcription of the har- bours of Borrowſtonneſs and Carron, with a comparative view of their importance with regard to the communication between the eaſt and weſt ſeas.” Moved with the truths above referred to, I was very unwilling to propoſe any thing to the detriment of this moſt uſeful and excellent harbour, and being at the ſame time as great an enemy to mo- nopolies and impoſitions at wharfs and warehouſes, as any of my brethren, I was willing to take the advantage of this harbour, in ſuch manner, that a great part if not the greateſt part of all the goods that will require tranſhipping in the Carron, may be done without the uſe of wharfs and warehouſes at all. This part of the river, which alone can be properly called the harbour of Carron, is of a conſiderable width, the bottom every where a ſoft mud, eaſy for veſſels of all kinds to lie upon, and is divided into two channels by a bank alſo of ſoft mud, upon which there is fourteen feet water at ſpring and nine at neap tides, according to foundings marked thereon in a plan annexed to the tract above mentioned ; the two channels are on each ſide near the ſhore, and are rather capacious than confined: it is not eaſy to ſay how wide they are, for as the whole bottom is ſoft mud, which in courſe forms itſelf upon very gentle ſlopes, a very little difference in the flow or ebb of the tide makes a confiderable difference in the width ; however, 3S [ Io9 | as the whole bank is covered at, or ſoon after, the firſt quarter's flood, the river I ſup- poſe then to be at leaſt 600 feet wide; what the preciſe width is, I cannot at preſent ſay, having not yet got any plan ſufficiently exact to determine it; this, however, I know from inſpection, that it is a great width, and apparently the wideſt part of the r1Ver, - - - The depth of the canal, as it is ſettled by ačt of parliament, and the width thereof, and of the locks as intended in conſequence, are capable of carrying veſſels built gal- bert faſhion, (and capable, in like manner, of navigating the two Firths) of 100 tons 'burthen ; ſuch ſea veſſels, therefore, as cannot paſs the canal, but want to tranſhip in Carron water, will lie in one of the channels, where they now do, and where one of theſe large galberts may lie alongſide of them ; or if need be, one on each ſide at a time, from whence the cargoes can be tranſhipped from veſſel to veſſel, without the uſe of wharfs and warehouſes, while the other channel and bank are left clear for the paſſage of veſſels to the canal, or to Carron ſhore: nor can veſſels for the canal be in the way of thoſe going up the river; for, beſides room for ſeveral that will be made in the tail of the canal, excluſive of the river, whenever they are oppoſed by wind at the inner entry, they have a fair wind at the exterior : nor can there be any objećtion to this method of tranſhipping, ſince, in a manner, the whole of the coals of Newcaſtle and Sunderland are ſhipped in this way, and unſhipped at London; and not only coals, but the India, and, in general, almoſt all the ſhips of large burthens, that uſe that port. I beg leave further to obſerve, whenever veſſels happen to be ſtopped from going round the Hewk point into the harbour, that they are at ſafe mooring in the Hewk reach, where they need not loſe time, if this way of tranſhipping is uſed, as the galberts can go to them there, and make their entry good at the Hewk lock. Let us now examine what my brethren would give us in lieu of theſe advantages. That the making a ſtraight or curved cut, as they have propoſed, will enable veſſels to go up to Carron with the ſame wind that enables them to enter the Carron's mouth, or otherwiſe to be towed up by horſes, I can in part grant; and that this will be an advantage to the Carron wharfs and warehouſes, I can grant alſo; but it happens here, as in many other caſes, that while one thing is mended, another is made worſe; and it ſeems to me, that by the gaining this one advantage, of a more general entry, we ſhall loſe all the reſt. I wiſh my brethren had been kind enough to tell us, how wide at bottom and top they propoſed to make this cut ; becauſe I muſt tell them, unleſs it is of very different dimenſions from what is already executed as a ſpecimen in the laſt new cut, I ſhall not like their projećt any better than they like mine. Mr. Golburne, who ſeems to [ 11o 1 to be the oracle in this part of the work, ſays, “ and by confining the new river on each “ ſide, the current will ačt upon the bottom, and grind it down to a proper depth.” This proper depth he no where tells us; however, it is plain enough he does not intend it to be very wide, and, indeed, that is ſhewn by his eſtimate for doing it; for to make the bottom ſuitable to the bottom of the river at head and tail, it muſt be dug or waſhed away to the main depth of twenty feet below the ſurface of the preſent ſoil of the lands through which it is to paſs, the broken ground excepted ; but ſuppoſe there ſhould happen to intervene ſome hard matter in the bottom, the current may then not aćt thereon, ſo as to grind it down to a proper depth, but, on the contrary, turn it aſide, and make a freſh crook inſtead of the old one: ſuch things may happen. TNow, I would be glad to appeal to any ſkilful and unprejudiced quaſter of a ſhip, a perſon who has had the care of one of 300, 400, 5oo, or 600 tons, whether he would chooſe to lie in a gullet, where he cannot turn himſelf about, but if he goes in head for- ward, he will be obliged to go out ſternforward, with large lighters or galberts by his ſide (or be obliged to loſe this way), to tranſhip his cargo, and where other veſſels of equal fize will be obliged to rub by as well as they can, where he is ſubjećt to ſpeats and floods coming down, which run like a ſluice, as may be ſeen in the laſt made cut, into which floods in winter frequently bring down ſhoals of ice, and where, if the wind blows in or near the mouth of the gullet, the ſea will have a fetch of three or four miles: I ſay, I would be glad to aſk any experienced and unprejudiced ſhip-maſter, whether he would look upon this as any harbour at all, eſpecially for large veſſels? Certainly, he would anſwer in the negative: then pray, gentlemen, where is your harbour? Is it in the cuts now made above? no ; theſe have the ſame objećtions, except that ariſing from the ſwell, with the addition of one ſtill more in their disfavor, which is, that there is not water to get a ſhip of any burthen into them : the harbour muſt be then in the open reach of the river, between the tail of the laſt new made cut, and the head of the new propoſed cut; but it muſt be below jemmy Reay's ford; in ſhort, it muſt be con- fined to a ſpace in the natural river not above 200 yards in length, and where there is not above eleven or twelve feet of water at a heap tide, this very difficult of acceſs in time of floods and ſpeats, occaſioned by a long narrow entry, and this is your excellent harbour of two miles in length ! excellent, indeed, for the Carron ſmacks, as it will be the moſt likely means of baniſhing all larger veſſels. Oh! but Mr. Golburne propoſes to clear away the “ſtones and hard gravel near Reay's ford,” by “dredging or ploughing, as ſhall be moſt convenient;” but I can tell Mr. Golburne, that he muſt dredge or plough, which ever he finds moſt convenient, and that pretty deep too in ſome places, a great part of the way between Reay's ford and Abbotſhaugh, in order tO I I I I I to get two feet more of water than there now is. Mr. Golburne ſays, that the expenſe. of cutting and completing the new channel will not exceed £3000”; but he does not ſay how much the dredging or ploughing Reay's ford, &c. will coſt, nor whether the dam to be erected acroſs the river Carron, in order to force the water through the new cut is included, nor how often that dam may chance to break down, before the Carron will ſubmit to be controuled by it; nor how long the navigation may chance to be ſtopped after the dam is erected, while the channel is grinding down to a proper depth. - . . . . . . . . . - Mr. Golburne computes that there muſt be ſeven feet water in the channel of the Carron at neap tides, ſo that veſſels drawing fix feet run up the river at low water. Does Mr. Golburne mean that they now do ſo, or that they will do ſo when the cut is made, and Reay's ford dredged 2 does he mean at the Carron mouth or at Reay's ford, and quite up to the Carron wharfs for I own myſelf perfeótly at a loſs to underſtand both the logic and the arithmetic of this paragraph. This however I am certain of, excluſive of theory, that inſtead of three feet water at low water, upon Reay's ford, I have been carried over the river upon a man's back, when he was not wet above half-way up the leg; and as there is not above eight feet water at high water over Reay's ford, I do know by the help of a little theory, that Reay's ford muſt be lowered about ten feet to make ſeven feet water at low water neap tides in dry ſeaſons, which I believe is far lower than any part of the bottom of the river abeve Reay's ford, and will not cut itſel out till a great way below it. Reay's ford is, I believe, (unleſs it is ſome accidental matter that may have been thrown out of the new cut which I reckon not upon), the ſhalloweſt part of the river, but I did not find, when I ſounded it in 1767, above ſix inches of clear navigable water more above than at Reay's ford. I can readily agree with my brethren, that this new reformed Carron will afford an excellent harbour of two miles for a particular ſort of veſſels, and had I with them viewed thoſe veſſels through the ſame optic glaſſes, I might have thought all others of little conſequence, when ſeen through the oppoſite end ; ſo far ſo good; but what it was that could provoke my brother Brindley to call the preſent intended canal, a canal without a harbour ! ſurprizes me. Had Mr. Gaſcoigne put the ſame little tract into Mr. Brindley’s hands that he did into mine, I hope he would have had a better opinion of the harbour of Green.brae, but perhaps the wind may be changed, and now blow . - . . . . . . - - - right l i * Mr. Golburne allows' 6100 a year for maintaining the new cut, which in effect is equivalent to a capital of £2000, so that the capital laid out upon eompleting this new cut will be £5000, a sum very far exceeding the extra cost of conveying the canal upon the surface. I 112 | right down the Hewk reach, and very hard, ſo that no veſſels can enter: however, if he has no opinion of that, I muſt beg leave to inform him that I look upon the harbours of Leith and Borrowſtonneſs, Port Glaſgow, and Greenock, as well as many other harbours upon the Firths of Forth and Clyde, to be harbours to the canal, where they can tranſhip their goods on board of veſſels; that whenever they can ſail up the Forth and enter Carron mouth, they can enter the canal by one of the Hewk entries, or, if they like it ſtill better, by the Carron entry, without troubling any wharf or warehouſe, and by this means many trading places will partake of the benefit of this public ſpirited canal. Mr. Brindley and Mr. Yeoman both agree in ſaying that the alteration of the river will not produce a bar: I cannot ſay it will, but this I ſay, that I do not know any thing more difficult to pronounce upon than the effects that attend alterations of natural rivers; and I appeal to them, whether they do not, as I do, find, that even alterations of the ſimpleſt kind are often attended with effects that were not foreſeen; this I know from experience, that whatever increaſes the rapidity of a river, tends to form it into hills and holes; that the great quantity of matter that will be driven out of the new cut will be lodged ſome where, that the rapid water iſſuing from the tail of a contraćted cut, will have a tendency to deepen Holmerrie, and depoſit the matter at ſome diſtance beyond it, as happened on opening the laſt new cut, and therefore will naturally lodge it where the bar now is, conſequently will have a tendency to encreaſe it; this;"is nothing but plain reaſoning from plain matters of obſervation ; let my brethren ſay otherwiſe. I cannot quit this ſubjećt without taking notice of an aſſertion of Mr. Yeoman, on the 14th article ; he ſays, “there is but one wind that can carry a veſſel round the “ Hewk point, or even abreaſt thereof, after allowing every poſſible advantage of tide “ and fair weather.” The harbour of Green brae is indeed very difficult of acceſs, if there is but one wind by which it can be entered, and even not that “in a gale of wind :” very hard indeed brother Yeoman; I marvel much how the Carron Ship Company carry on their very extenſive buſineſs under theſe difficulties. As to the ſea reach or Carron mouth, this is common to each projećt, and it is agreed that veſſels can turn to windward therein; I have already ſtated that to veſſels going upward, the Hewk reach will bear N. N. W. neither.brother Yeoman nor I, are obliged by profeſſion to be complete ſeamen; but I would be glad to aſk any one that is ſo, whether he cannot ſail up ſuch a reach with the wind at W. and alſo with the wind at N. E.; and with all winds from N. E. round to W. taking in all the - - eaſtern [ 113 ] eastern and ſouthern points, in ſhort, taking in twenty parts in thirty-two of the whole compaſs ; and as this reach has the Hewk farm on the larboard fide, and a high ſteep bank of mud on the ſtarboard, which is hardly covered at high water neap tides, whether even he cannot ſail in with thoſe winds, even in a gale of wind ; alſo whether when at the head of this reach, a ſhip ſailing in with a fair wind and tide of flood, may not ſhoot up fixty or ſeventy yards, ſo as to come abreaſt of the Hewk point with the wind right a-head in the turn of the point, where ſhe will be at leaſt in perfeót ſecurity, and from whence ſhe may if ſhe pleaſes, warp herſelf to her proper birth, if ſhe wants to ſtop there nay further, whether ſmall veſſels drawing ſeven or eight feet water may not, where there is a breadth of four or five hundred feet, and a depth of at leaſt 84 or nine feet at a neap tide high water, turn to windward, and weather this point; or work up the Green brae reach, if the wind being favourable in the former, and the turn of the Hewk ſhould be right down that; and this even though a tier of ſhips and lighters ſhould occupy the channel on one ſide Thoſe that deny the praćticability of doing this in water perfeótly land-locked, on all fides a clear ſhore, and nothing but ſoft mud to run upon; let them attend to the narrow paſſage often left between the tiers of veſſels in the port of London, through which veſſels of large ſizes are obliged to work when the wind is foul, or to the narrow paſſage into the port of Shields, from the Black Middins to the Hird Sand; nay, further, whether a veſſel before or after it has gained the Hewk point may not as eaſily be towed by horſes through a large open river to the Grange burn foot, as it can through a narrow cut from Holmerrie to the ſame point; eſpecially with a flood in the river ?—As to any improvement above that place I oppoſe it not. - ~- & 9th and 10th. I do not materially differ from my brethren, in anſwer to theſe queſtions; I have only to obſerve; that the land cannot be gained at a ſmall charge, nor in my opinion in a ſmall ſpace of time. n - 11th. If cutting through the very tračt propoſed for the canal, or interſe&ting of it twice with the new cut, will be no obſtrućtion to it; I do not know what will ; I am therefore perfeótly at a loſs to know what my brethren mean, by aſſerting that it will be no obſtrućtion. . . . - 12th. No more than will be according to the preſent deſign, as every one will lie as commodious for the Carron entry if they do not chooſe the other. ' . 15th. The greateſt part of what can be ſaid on this head, has been already ſaid; I' Vol. II. . -* Q muſt E 114 1. muſt however here take notice, that though both Mr. Brindley and Mr. Yeoman join in afferting that there will be no more obſtrućtion from floods than at preſent, yet I would aſk them whether the ſame quantity of water, paſſing through a ſmall channel, muſt not move with a proportionably greater velocity, than in paſſing through a large one, and deſire them or any one elſe to look at the laſt new cut in time of, floods, and then tell me whether there is not more ſhelter for veſſels from floods and from ice in the Eddys, occaſioned by the turns of the river in its preſent ſtate, (and a greater length too) than can be in a confined cut, in a right line, or ſo nearly ſo, where they can eſcape no part of it; I do not contend however that the river ſhould be crooked, otherwiſe than to preſerve the natural advantage of the harbour of Green brae. 16th. Some attention and ſome expenſe may be neceſſary, and I dare ſay any of my brethren can tell me how to do it whenever it becomes neceſſary, but upon what foun- dation Mr. Brindley ſays, that in caſe the river ſhould break through this point, “ the lock intended to be built at Grange burn would then be left inacceſſible to “ veſſels drawing ſix feet water,” I cannot conceive ; had he ſounded the Grange burn for a quarter of a mile upward, he would have found ſo much water, as, with his ma- nagement, would have been able to have procured a paſſage of twice ſix feet of Water, - - 17th. The connecting any ſide cuts, or cuts of communication, with the main un- dertaking, which I always underſtood to be a direct communication between ſea and ſea, was never according to my ſentiments or advice. The Glaſgow branch was a matter of neceſſity, ariſing from prior ſtipulation between parties, the end of which I never heſitated to ſay would, in my opinion, be more properly anſwered by the magiſtrates of Glaſgow putting their ačt in execution for improving of the river; but who can compel them : With reſpect to the Carron entry it was no part of my plan; nor the connečting of it, as to proprietorſhip, with the main canal, any part of my advice; if therefore the gentlemen have, without being fully adviſed of the nature of the ground, inadvertently agreed to a thing that will lay any degree of embarraſſment upon the main deſign, it is no fault of mine. In regard to the agreement referred to, I never had any copy of it, except one delivered me ſome months ago by Mr. Garbett, and which I profeſs myſelf not to underſtand. I have, at a public meeting of the proprie- tors, deſired an authentic copy, with the preciſe terms of its meaning, but have not yet received it; and till then, I do not think myſelf juſtified in making any alterations in the track of the canal, or in taking notice of any paper that ſhall be delivered me by any perſon, whether proprietor, or not, unleſs it comes to me authenticated, as by the _r=s* I I I 5 J the ačt is direéted, and therefore till I do receive an authentic copy, and be made to underſtand what is meant to be executed by thoſe alone whom I acknowledge to have the power to direct me, I cannot adviſe what is moſt proper to be done in the caſe as it is now circumſtanced: but thus far I can adviſe, that if the proprietors do not think proper to confine themſelves to a ſole entry at Carron, I do not think the track pointed out by Mr. Brindley to be the adviſeable one. * 18th. Reſpecting this article Mr. Brindley ſays, in his preface, that his time would not permit to make “ minute examination of the ſtrata of the earth,” yet, under this head, he ſays, “ as I find the materials at the ſummit (or point of partition) very “favourable, I recommend deep cutting at that place, not only for the ſaving of “lockage, but with a view of acquiring very confiderable quantities of new water.” Mr. Yeoman recommends to cut as deep as we can, not ſo much with a view to ſave lockage, as to acquire more water. Mr. Mackell reports, from his examination in the ſummer, 1767, that the cruſt of peat earth is generally not above five feet thick, and under that, in every place he tried, there was quick mud; and as Mr. Brindley acknowledged verbally, that in ſuch a ſoil deep cutting was not to be recommended, or any material quantity of water to be expected, there is an end to this buſineſs of deep cutting; I wiſh it may prove more favourable; but unleſs we can cut ſo deep as to ſave a lock's height, the reſt will be no ſaving at all; and as to water I ſhould be ſur- priſed if we did not raiſe ſome, to which I hope we may be juſtly entitled in conſe- quence of what is remarked in pages 75 and 76 of the 2d report, but I think much water is not to be expected ; becauſe, if any communication with the hills produced any conſiderable pen, it would ſoon find its way through ſo thin a cruſt, and ſhew itſelf, eſpecially as this cruſt has frequently been perforated, in digging peats. It is probable a quantity may be lodged under the cruſt, which may lie there incloſed, likº. water contained in a bladder, but which, when let off, there is an end of. 19th. Upon this query the two gentlemen ſeem divided; Mr. Brindley recom- mends to begin at the point of partition, becauſe, he ſays, it is his “ conſtant “ praćtice to do ſo, and, in the preſent undertaking, it ſeems particularly adviſeable “ on many accounts:” but pray, Mr. Brindley, is there no way to do a thing right but the way you do? I wiſh you had been a little more explicit on the many accounts; I think you only mention one, and that is to give more time to examine the two ends; but pray, Mr. Brindley, if you were in a hurry, and the weather happened to be bad, ſo that you could not ſatisfy yourſelf concerning them, are the works to be im- mediately ſtopped when you blow the whiſtle, till you can come again, and make a more . ~ - Iſlature I 1 16 J mature examination ? and further, do you uſually begin at the moſt difficult part of a work firſt, with raw hands, before they are trained to buſineſs 2 I have ſometimes done fo, and repented it. I think it no difficulty to make a hole in a hard or ſoft rock, becauſe it is every day’s pračtice ; but I do apprehend ſome difficulty in getting even the neceſſary depth into Dolater bog, notwithſtanding you find the materials there ſo very favourable. Mr. Yeoman very judiciouſly and very candidly obſerves, (and in that ſpirit aſ his remarks and anſwers are drawn up), that as he apprehends “in a country “ like this, where the canal is to paſs through, it will be utterly impoſſible, at leaſt it “ will be very inconvenient, to begin any where, and carry on the works in a progreſſive “ manner, without ſome intervals, becauſe of the want of accommodations for work- “ men, and eſpecially at the firſt ſetting out.” I have often told the proprietors that nothing of conſequence could be done this year, but merely to make a beginning, and get the workmen into training, ſo that they may afterwards be branched off to different parts; that for the ſake of getting accommodations for workmen, without laying a diffi- culty upon them and the country in ſupplying and lodging them, it would be right to put on workmen at both ends, the middle, and alſo to the neck of the hill in the Allander paſ- ſage, by which means the work may be carried on in five different places: beſides, men may be ſet to different ſtations to cut the trenches, aquedućts, &c., but all this cannot be done at once, nor is there any neceſſity of puſhing, 'till the plans can be made out, ſeveral of which are already done, and in Mr. Mackell's hands, before I went laſt into Scotland ; and one very material and much wanted, viz. for the locks, would have been done, had I not been employed in anſwering theſe reports. As to what Mr. Brindley throws out about making dry cuts, I will be bound to ſay that he will not finiſh the canal in four years, as he aſſerted, nor as I think in twice four, if he carries his work progreſſively each way from the ſummit, in order to take the water with him ; and as to ſuch opportunities of filling the cuts with water from the ſummit, or as offer themſelves from the rains in the winter, we ſhould have done that, though he had not told us. Something of this kind is to be found at page 76, of my ſecond report. As to traffic from the ſummit, I have heard of none except Mr. Caddell’s iron ſtone, which, as it only pays a penny per ton, I muſt be ſo juſt to the intereſt of the proprie- tors who employ me, as not to tell them that I think this an objećt which ſhould induce them to put their works out of the regular courſe of proceeding. I am obliged to Mr. Weoman in giving his ſentiments of what he has ſeen done, and that whether in favour or disfavour. - 29th. [ 1 17 J 20th and 21ſt. I have reported; and the engineers have confirmed it, in their replies to the firſt and ſecond queries, that there is water enough for the navigation, and to ſupply what ſhall be taken from the mills; the act ſays expreſsly, that all ſuch water as ſhall be taken from the ſources of the rivers Carron and Kelvin, to the detriment of the mills ſpecified, ſhall be replaced in kind ; this being the caſe, I do not ſee why the proprietors ſhould be preſcribed to, as to their mode of doing it. If they are the ſhowers the Carron company ſo much covet, we can give them ſufficient of that from the head of the Enrick, to compenſate the drainage of Dolater bog, and the hill fides along which the canal is carried ; but as we propoſe to make tunnels and aquedućts to give the burns and runners their natural courſe, and to take nothing into the canal that we can help, beyond our proper ſupplies; and ſince all ſuperfluous water taken in muſt be diſcharged at the over-falls, as it cannot be uſed, I would aſk my brethren, whether, after this, a much more material drainage is not likely to ariſe from the ſoakage of the canal, and the Dolater reſervoir, notwithſtanding all the eare and pains that either they or I can take : and ſince I have demonſtrated, ſee report ſecond, page 8o, that the Dolater reſervoir alone will be capable of holding water that will ſupply the canal one quarter of a year, and all deficiencies for three quarters of a year; I hope we may take the opportunity of filling it in winter, or great downfalls of rain, when twenty times as much water as they can uſe at Carron is running waſte over the dam-heads, after all their reſervoirs are full: it is our buſineſs only to give them as good means of filling their reſervoirs, as they now have, not to enlarge their reſervoir at Larbert, nor procure thern Loch Coulter from Stirling mills; in ſhort, I can ſee no other uſe of theſe two queries, but to raiſe difficulties where there are none. - - I come now to take notice of ſuch ſupplemental articles as my brethren have thought proper to add, which have not fallen in with ſome part of the foregoing ob- ſervations. The principal is, they have found out a new road, more near and convenient for the city of Glaſgow ; but I muſt beg the gentlemen to reflect, that whatever they have been upon, my objećt was a communication between ſea and ſea, and a branch to Glaſgow as per treaty. I have as high an idea of the trade and importance of Glaſgow as they can have, and wiſh as well thereto; and for this reaſon, ſhould have been moſt heartily glad that Glaſgow had ſtood at Dalmoore burn foot; yet, notwithſtanding all they have ſaid, I can by no means give up the entry there; but as Glaſgow ſtands not there, I further wiſh, that at any moderate expenſe, the canal could have been extended below Dumbuck. . . . . . y . . e. . . : The [ 1 18 J The paſſage they hint at, and which is in ſome meaſure deſcribed by Mr. Yeoman, is due to the aſſiduity and ſagacity of Mr. Mackell, who found it out after he left London, in the ſpring, 1767, and during the time he was employed in reconnoitring, pre- vious to my review in Auguſt, 1768, and who then ſhewed it to me; and it was ſhewn to Mr. Brindley by Mr. Laurie, the ſurveyor, and which paſſage, on conſideration, I reječted for the following reaſons. - & • 1ſt. The ground from Calder bridge to the paſſage over Kelvin, at the Printfield, is in general rough, and ſome part of it very rough and crooked. -- - 2dly. A riſe of more than twenty feet for near a quarter of a mile above the level of the canal on one fide, and almoſt as high on the other, but for a ſhorter length. 3dly. A very deep and wide valley to croſs the Kelvin, by a very large aquedućt bridge. & - Theſe appearances made mejudge that the expenſe of this paſſage would confiderably exceed the expenſe of cutting the Allander ſummit, eſpecially as I had then in view the . carrying the canal upon a higher level, and ſaving a conſiderable quantity of cutting in that ſummit, and which I have now ſtill more reaſon to think is pračticable. Add to this, as we had no other view than to go to Dalmoore burn foot, it appeared to me not only conſiderably more winding, but further about from ſea to ſea, though Mr. Mackell thought otherwiſe reſpecting the diſtance. - f - The communication to Glaſgow would, indeed, be ſomewhat ſhorter, but then it parted from the main canal at ſuch an elevation, as to require ſeveral locks to go down to Glaſgow, which would not only be expenſive, but require water to work them; whereas, in the way the Glaſgow branch was planned, it not only required IIC) extra lock or water, but laid ſo nearly parallel to the river, that it might be uſed for a communication from Glaſgow to Port Glaſgow and Greenock, and back again; which, though no part of the ſtipulation, as I conſidered the branch canal as a dead weight upon the main undertaking, this circumſtance might make it anſwer better, and be a pro- portionable advantage to the trade of Glaſgow, there being no appearance then of the Clyde's being improved. It was in vain to ſay—gentlemen, you may make a branch canal of your own river, by putting your act in execution.—No, . we muſt have a branch canal of equal dimenſions; but if Meſſrs. Brindley, Yeoman, and Golburne, have again [ I 19 J again cauſed the magiſtrates of Glaſgow to reſume the improvement of the river, as I am convinced in my own opinion, that the track marked out in the aët of parliament sfor the main canal, is upon the whole the preferable track; the truly wiſe, and ſenſible thing will be to give the Glaſgºw gentlemen a branch cut, from near the three part mill dam into the Clyde, below Blart hill, as hinted at before ; and though this will coſt them at leaſt three locks, with water to work them, yet the proprietors had better be at the expenſe of theſe locks, and procuring this water, than carry the canal over the Kelvin through the valuable grounds near Glaſgow. Where Mr. Brindley’s canal was to terminate does not appear; this he has reſerved for the next time he comes; but Mr. Yeoman's termination at the Holme Sands I can by no means approve, not only becauſe that is the moſt precarious part of the whole river, and becauſe it lies in the power of other perſons to remove the impediment or not, but alſo becauſe there is another circumſtance, that Mr. Yeoman poſſibly was not acquainted with, which is, that if the magiſtrates of Glaſgow only order the ſtones to be thrown into the river, that John Adam laid down at Marlin ford in the year 1760, for building a dam there, they may levy one ſhilling per ton upon all veſſels paſſing that place, and thereby lay the canal under a heavy contribution. - --- That my brother Brindley ſhould prefer the Printfield paſſage I can readily compre- hend: a late author has very ſolidly demonſtrated, that every man, how great ſoever his genius, has a certain hobby horſe that he likes to ride; a large aquedućt bridge over a large river does not happen to be mine, who am of opinion, that a given ſum of money is as ſolidly laid out for poſterity in cutting through the neck of a hill, as in building a bridge to carry water over water, though the admirers of the wonderful may not be ſo loud in their applauſes. - * As to Mr. Brindley’s 4th and 7th ſupplemental obſervations, which have not been touched upon before, I could have told him the ſame things if I had met with him in Staffordſhire. . - I aſk Mr. Golburne's pardon for not attending before to one of his obſervations: he finds Holmerrie not above Ioo yards long, and not above five feet deeper than the bar, whereas I have ſtated it at ſeven feet deeper than the bar, and a much greater length. I did not meaſure the length; but I ſounded the depth, and found the deepeſt part ſeven feet deeper than the bar: this was during the very firſt ſpeat that happened after the laſt new cut was opened, out of which firſt and laſt there has been driven a great quantity of matter: I therefore would aſk Mr. Golburne's opinion, whether ſome of I 120 \ of the matter out of the new cut may not fince that time have been lodged in Hol- merrie, or that my pilots were as ſolicitous to find out the greateſt depth, as his were to find the leaſt be this as it may, the channel of the river in this place is for a great width deeper than the bar, and the bottom ſoft mud, ſo that veſſels cannot be hurt in lying thereon, in three or four feet water at low water, though Holmerrie ſhould be quite filled up ; or if two or three at a time, weaker than the reſt, cannot bear it, they may ſtill find a birth in Holmerrie, in caſe Mr. Golburne will not quite fill it up with the matter out of the new propoſed cut. ** : y Having now gone through every article that ſeems of conſequence to the right un- derſtanding of the buſineſs in hand, I have only further to add, that for my own part I ſee nothing to oppoſe this great work's being brought to a timely iſſue, but the dif- ferent opinions of men, and I ſhould not deſpair of ſeeing it executed, even with the remnant of time that I have in my power to apply to it, in caſe I am ſuffered to go on with the work according to my own experience, and ideas ; but if engineers are to be conſtantly brought down to inſpect and ſee how the pot boils, I think neither I nor any other man can go on with it, to the advantage of the proprietors, under ſuch circum- ſtances, any more than I could ſit down at the croſs of Edinburgh, and write this anſwer to my brethren, while every one at pleaſure had an opportunity of overlooking and aſking me why I begun this paragraph in this manner, or treated that ſubječt thus.—If, inſtead of making plans, I am to be employed in anſwering papers and queries, it will be impoſſible for me to go on with the buſineſs, and therefore perhaps thoſe that wiſh no good to the undertaking may be deſirous of furniſhing me with this kind of materials. All the favour I deſire of the proprietors is, that if I am thought capable of the undertaking, I may go on with it coolly and quietly, and whenever that. to them ſhall appear doubtful, that I may have my diſmiſſion. ... " 28th Oétober, 1768. . . . . . . . . - J. SMEATON. ſºmewºmmunºmammºn *-*-*-* *-*se COMPARATIVE VIEW of the expenſes upon the works of the Forth and Clyde canal, , as per general account, down to Chriſtmas, 1771, with the original eſtimate: By account, of materials, freight, and carriage, thereof, workmanship, digging, and . temporary damages - gº - - - - - 71,747.12 2 Estimate of the whole, per second report - - - £147,337 o 0. sº cº-º-º-º-e Carried forward 71,747 12 2. Estimate I am 1 * £ s. d. 36 s. d. Brought over - 147,337 O 0 71,747 12 2 Estimate of additional expense of the new line, neat valuation tº 1,734 O O Ten per cent, thereon for contingencies -- ſº tº 173 & O T, . Total sum estimated 149,244 8 o Total land purchase • * - #13,544 0 0 Ten per cent, on ditto • - º 1,354 8 0 Deduct 14,898 8 0 Total of materials and workmanship, valued per estimate 134,346 0 0 Ditto of the Glasgow branch, deduct - º 13,007 7 4 Remains for the main canal as now — 121,338 12 & Remains of the estimate to be expended º Difference of past expense and of that to come - 49,591 0 6 21,155 11 8 N. B. If it is supposed that the works were half done at Christmas last, then the expense will exceed the estimate by about 3. But if the expense of the Glasgow branch be given to this work, then the ex- ceeding will be-but about ºrth. Edinburgh, 3d August, 1772. Vol. II. R (Sic. subtr.) J. SMEATON. A PLAN I 122 1 A PLAN or model for carrying on the mechanical part of the works of the canal from Forth to Clyde, by J. SMEATON. Engineer in chief. Engineer reſident. Surveyor of the Surveyor of the Surveyor of the eaſtern department. I middle department. I weſtern department. * -- - Digging, To each of the ſurveyors, a foreman of the {; Maſonry. Their duty as follows: >. Engineer in chief. 1ſt. To make plans for execution of ſuch works as ſhall be direéted by the committee. 2dly. To pitch upon the ground whereon the ſaid works are to be conſtrućted. 3dly. To correſpond with the committee upon ſuch points as they ſhall think neceſ- ſary. e - 4thly. To correſpond with the engineer reſident, and ſend ſuch direétions from time to time as himſelf or the reſident ſhall find neceſſary. Engineer reſident. 1ſt. To attend ſuch meetings of the committee as he ſhall be ordered to attend, or ſuch meetings as he ſhall think neceſſary to procure direétions. - 2dly. To ſee the plans and direétions of the engineer in chief put into execution. 3dly. To mark out the grounds to be purchaſed, and to enter into ſuch treaty with the proprietors as he ſhall be directed by the committee, 4thly. To [ 123 ] 4thly. To ſupply ſuch plans and direétions for the leſſer part of the work as he ſhall be deſired by the engineer in chief, or which his abſence, or the neceſſity of the caſe ſhall make expedient. - 5thly. To correſpond regularly with the engineer in chief. 6thly. To give a monthly account of the ſtate of the works to the committee, or oftener, if required, and to ſend a duplicate to the engineer in chief. 7thly. To attend each part of the work upon any emergency or difficulty, and alſo to ſee all new matters or methods put rightly in hand. 8thly. To ſurvey the materials, and make ſuch purchaſes thereof as directed by the committee. * , , , - - 9thly. To viſit all the works from end to end as often as poſſible. - N. B. It is ſuppoſed that the reſident engineer ought to have power of employing a land ſurveyor, if occaſion, to meaſure and ſurvey the lands, and to have power of diſcharging any officer under him on neglect of duty. Surveyors of particular diſtrićts. 1ſt. To attend to the orders of the engineer reſident. 2dly. To ſee the proper quantities, qualities, and converſion of the materials com- mitted to his care. 3dly. To order the foremen concerning the works whereon they are to employ them- ſelves. . 4thly. To tranſmit an account weekly of the progreſs of the works to the engineer reſident, and of what materials, &c. are wanted. sthly. To receive the neceſſary wages from the pay-clerk, and account with him for the money. 6thly. To I 124 ) * 6thly. To reſide as near as may be to the place where the principal works are under his care, to viſit them daily, and the moſt diſtant once a week, or as often as poſſible. Foreman of particular branches. 1ſt. To obſerve the direétions of his ſurveyor. 2dly. To ſee all his men as often as poſſible, and to ſee that they keep to their labour. 3dly. To receive money from the ſurveyor, and pay the men, of whom he is the overſeer, keeping a daily account for each particular man, and delivering a duplicate to the ſurveyor, in order to be tranſmitted to the committee. N. B. As gangs or ſetts of men muſt neceſſarily be employed at different places under the ſame foreman, ſome one of theſe muſt be appointed overman of a gang: it is preſumed that the overman may ačt as clerk of the check to his gang, and give an account of their time to his foreman. To prevent abuſes, the engineer reſident to have inſpection of all papers and accounts of the officers under him, whenever he thinks it neceſſary, or is ordered ſo to do by the committee. - (Signed) J. SMEATON. London, 14th March, 1768. - CALDER . I 125 J CALDER NAVIGATION. The REPORT of John SMEAToN, engineer, concerning the state of the Calder navigation, from a view thereof, taken the 25th and 26th days of November, 1767. See a map of the Calder, vol. 1. p. 21. GREAT damages having happened, particularly to the banks and ſpade work of the Calder navigation, from a flood in the night between the 7th and 8th of Oétober laſt ; on a view thereof, I made the following obſervations: That the river was in this flood, by marks at Horbury mill, two feet ten inches perpendicular higher than any flood which has happened ſince the river was firſt ſurveyed by me in the year 1757; that at Minfield Low mill it was above four feet higher, and at Brighouſe three feet eleven inches; that, in faët, it was higher than any flood in man's memory, or of which there is any tradition, being univerſally allowed to be higher than an extraordinary flood which happened about forty years ago; which, in the neighbourhood of the Calder, is diſtin- guiſhed by the name of Bowman's flood, and which was always reported to me to be the higheſt ever known : but the flood of Oétober laſt, by the marks at Horbury mill, (and the teſtimony of John Horn, a millwright, who has worked there and at Wakefield mills ever ſince Bowman's flood, and remembers it), appears to have been four inches higher at Horbury mill, than Bowman's flood, and as in the late flood the riſe was more conſiderable in the higheſt part of the river than below; theſe facts being conſidered, it ſeems more marvelous that the works have not been wholly ſwept away, rather than that they have been broken in particular places. In order to guard the navigation as much as poſſible from ſuch an extraordinary event as Bowman's flood was reported to be ; it was always my intention, and which I have verbally mentioned to the commiſſioners, while I was concerned, that as ſoon as the navigation was opened to Brook’s mouth, to build flood-gates like thoſe at Dewſ- bury upper mills, at the head of Thorn's, Batty's, and Kirklee's cuts, and alſo to make up and defend the banks in particular places to an extra height and ſtrength ; and, had this been put into execution, I cannot help ſaying, that the damages on the preſent occaſion had laid in much leſs compaſs, though probably not entirely prevented. It …” ſ 126 1 It appears ſtom this view that the banks for by very far the greateſt part have with- ſtood the flood, and that in thoſe places where they have failed, it has not been by their burſting, but by the waters overflowing their tops, and have been either cut down in conſequence of a current overflowing them, or beaten down by the waves raiſed by the wind, which, in the decline of theſe floods, was very violent, and which laſt cauſe of diſaſter might be prevented by covering them over with rubble ſtones, where ſo par- ticularly expoſed: it appears alſo, that nothing of conſequence has happened to any of the capital works, viz. the locks and dams; for though two or three of the locks have ſuffered ſome damage, yet this has not been occaſioned by any failure in point of conſtruction, but by an attack from without, ariſing ſolely from the failure of the banks : the worſt of theſe being Batty's lock, one of whoſe chamber walls was waſhed down piecemeal into the lock, by a current of water ſetting acroſs the top of the wall, from a breach in the bank at the lock-head; yet even in this ſituation of diſtreſs, the pillars to which the gates were hung were left ſtanding. From hence it appears praćticable, by guarding againſt the diſaſters that now have happened, partly by increaſing the height and ſtrength of the banks in particular places, and partly by the erection of flood-gates, not only in the three cuts above mentioned, but in ſome others that now appear to be much expoſed, that this navigation might be made as ſafe againſt ſuch floods as the great flood of Oétober laſt, as it appears to have been before againſt all ſuch as happen in the common courſe of nature. * The great difficulty and riſk attending the navigation is during the courſe of the preſent winter, till the ſeaſons comes in which the neceſſary works of ſafety may be per- formed ; for till the breaches are made up, the navigation is liable to be interrupted, and what is already done in the way of repair, deſtroyed by common floods overtop- ping thoſe places not fully made up, and this can only be prevented by a timely and ſpeedy application of a ſum of money to effect thoſe purpoſes; and which, if ſpeedily applied, and the ſeaſon continues favorable, I hope will not be conſiderable in proportion to what has been already laid out: but as it depends upon circumſtances of weather not to be foreſeen; and when things are obliged to be done at a puſh, are neceſſarily done at a great diſadvantage in point of expenſe, there is no poſſibility of making any regular eſtimate. But, ſuppoſing the navigation to be ſaved by a ſeaſonable application till, the winter is over, I am of opinion that the ſum of 263,000 directly laid out during the courſe of next ſummer in erecting the neceſſary works and defences, will give a reaſonable expectation of ſeeing ſuch another flood paſs over without interruption to the navigation, at leaſt, by the failure of any of its own works; for it is to be obſerved, that by the failure of - - Dewſbury [ 127 J Dewſbury dam, belonging to Mr. Greenwood, the navigation would have been inter- rupted the greateſt part, if not the whole time, that it may probably now be, had nothing particularly happened to the Calder works, . It appears to me, that eight, or at moſt nine pair of gates, with proper bankings in particular places, as before mentioned, will be ſufficient, and all the materials being prepared and laid down upon the reſpective places, and the works divided into two, or perhaps three claſſes, that the works of each claſs may be got above water, without interrupting the navigation above ten days at each time, which, as it will be at intervals known beforehand, will, I apprehend, be no material detriment. Gates upon Thorn's Ledger, Batty, and Kirklee's cuts, appear the moſt neceſſary; but I ſhall not prolong this diſcourſe at preſent, by entering into the detail of what ought to be done in future; for in caſe this propoſition is reſolved upon by the commiſſioners, which ſeems to me the moſt likely, and perhaps the only way of giving a laſting ſecu- rity to the good effects of this navigation to the public, and to the property of thoſe who have ventured thereupon : though I both am, and expect to be, much hurried in buſineſs, yet I ſhall not be wanting in giving my beſt advice concerning the proper placing and conſtrućtion of the propoſed works, if thereto deſired. . J. SMEATON. Austhorpe, 30th November, 1767. CALDER I 128 Mr. SMEAton, having viewed the river Calder, the 26th and 27th of Decem- ber, 1770, reports as follows: HE has the pleaſure to inform the company of proprietors, that he finds the river now put into as good a ſtate of ſecurity as could poſſibly be expected in the time, and is, indeed, in general, in a very defenſible condition; but to give the works every poſſible degree of ſecurity againſt the extremes of floods, he begs leave to ſubjoin the following remarks. - - - t - WAKEFIELD. The heels of the flood-gates to be breaſted up about one foot, and the banks made good to the bridge. - THORN'S CUT. -> The flood-gates to be breaſted and continued one foot higher to the high bank. * LUPSIT DAM. The old ſetting in the body of the dam to be taken up and uſed as footing ſtones to a rubble body; the footing ſtones to be diſpoſed in the arch of a circle, like the original dam, and from thence lagged up with an even ſlope to a proper height; the materials there rather want putting in order, than any great addition. HORBURY BRIDGE. The bottom, under the navigation bridge, to be filled with rubble, to ſuch a height as to allow navigation water only; this will ſtrengthen the bottom when the water goes over the bank below next the land, and prevent ſo much from flowing through the bridge. The bank next the river from the bridge to the lock to be heightened by a new cover, and alſo a little above bridge to be raiſed, and to be rubbled next the river where worn. - LONG CUT. The banks to be raiſed and ſtrengthened a little above and below Mr. Walker's bridge. The [ 129 J The bank on the weſt ſide of the cut, for forty or fifty yards above where the old bridge ſtood, at Noel pond, to be a little raiſed with lagged rubble, ſo as to prevent the water going over that part before it does over the lagging at Noel pond. BATTY MILL CUT. About ſixty yards of the bank, next the land below the oridge, to be lowered ſo as to be eighteen inches lower than the reſt of the banking below bridge, and to be lagged over, that the back water which, unavoidably, will get into the cut above, may be diſcharged there without breach of banks; the place in the bank next the river, juſt below the flood-gates, to be well ſecured by an addition of rubble, where it has been attacked by the late floods. - KIRKLEE's CUT. The bank on the ſouth ſide the cut, above the flood-gates, to be rubbled over on the back ſide with ſmall rubble, to prevent the wind waſh of the water from taking it down when the banks belonging to the farm break above. - - ANCHOR PITT. Some rubble wanting to ſecure the tail of the dam's end wall, on the Bradley ſide. LILLANDS. The bank above the lock on the ſide next Lillands, to be made good with rubble behind the hedge. f GOOL CUT. The bank next the river below the flood-gates to be made good to prevent the rivers breaking into the cut. { SOWERBY BRIE)GE CUT. When the water is off, to examine the places whereabouts the runs are, and to care- fully tread and beat the earth that ſhould line the ſame ; if this is not effeótual, a further depoſition of aſhes will be of uſe, and probably in time ſtop of themſelves. - * - I 130 I The method now taken of increaſing the weight and ſtrength of the banks, which ſlide on the fide next the river, and diminiſhing thoſe on the oppoſite fide, is the moſt likely way to make them effectual. , , - It ſeems to me that water will be beſt brought into the cut from the river Calder, by carrying a ſough through the high ground behind the houſing of the town of Sowerby bridge; its dimenſions and depth will depend upon the level, whether it can come from Sowerby bridge dam, or thither by an open caſt from Holling's mill dam, and if the latter muſt be brought by a ſough through the high ground contiguous to that mill, which level being taken, Mr. Smeaton will further adviſe. . . . J. SMEATON. Austhorpe, Jan. 16th, 1771. - To Mr. Thomas Simpſon, clerk to the company of proprietors of the Calder and Kebble na- vigation. 4 - The I 3 * : ..'Y' ' s . . . . . . The REPORT of John SMEAton, engineer, upon the means of improving the navigation of the rivers Aire and Calder, from the free and open tides- way to the towns of Leeds and Wakefield respectively. FROM a careful inſpection of theſe rivers, it appears to me, that the original pro- jećtors of the navigation, not having had any notion of the extenſive trade that was likely to be carried on by means thereof, have formed their plan upon too diminu- tive a ſcale, and particularly with reſpect to depth or draft of water. This appears plain from this circumſtance, that ſeveral of the threſholds of the locks have been laid ſo high in ſome of the moſt critical places, that with full ponds in the ordinary ſtate of the river, there is not above two feet fix inches of water over the threſholds; and alſo not being aware that it would become the pračtice of millers to draw and keep down their ponds, in order to levy contributions on the navigation; though as to what concerns the working of the mills, it is manifeſtly their intereſt to endeavour to keep them full; the navigation has always laboured under difficulties on theſe 3CCQuiltS. The level of the lock threſholds evinces what the views of the firſt projećtors were reſpecting the conſtrućtion of the navigation, and had this beçn the only fault, it would have been poſſible, by the re-building theſe locks, to have amended it; but the ſame idea, by endeavouring to ſave locks in point of number, and to ſave length of cutting, has tempted them to carry the locks too far upwards, ſo as to leave ſhoal ſpaces in the river for a confiderable diſtance below. - - Nor do theſe impediments laſt deſcribed occur only within the compaſs of the locks, or the artificial part of the navigation, for they equally ſubſiſt below the loweſt lock, which is at Haddleſey; and though the ſpring tides there in ordinary make ſix feet additional water, yet the neaps do not commonly reach thither, ſo that in thoſe caſes in ordinary dry ſeaſons, there will not be two feet of water up to Haddleſey lock at high-water neap tides: this is the caſe, not only within the limits of the preſent navi- gation, as ſubjećt to act of parliament, that is, down to Weeland, but there is alſo a con- ſiderable ſhoal equally as bad as any of the reſt, that lies about a mile below Weeland, called Stock Reach, over which, though the neap tides ſenſibly flow, yet they do not make, in the whole, above two feet depth of water, and it is plain that no very material change for the worſe has happened in the river ſince the navigation was begun, becauſe the - depth [ 132 1 depth of water upon the lower gate threſhold of Haddleſey lock correſponds with the preſent depth over the ſhoals aforementioned, nor would there be the water below the ſaid lock, within the limits of the aët of parliament, that there really is, were not the bottom of the river worn down at a place called the Hurſt, by weirs, which at beſt do their buſineſs imperfeótly, and are ſubjećt to be torn away by every land flood. To carry on a navigation under theſe diſadvantages in dry ſeaſons, they have early -- had recourſe to flaſhes, that is, by drawing down the water out of ſuch of the dams as were built by the navigation, and by doing this as it were altogether upon the two rivers there is created in the ſpaces below an artificial freſh, which enables veſſels drawing 33 feet water to move for a time; but as the creating this freſh below drains the ponds above, they require in dry ſeaſons ſuch a length of time to fill, that it frequently hap- pens they cannot give above two flaſhes per week, and thoſe flaſhes laſt but for a ſhort ſpace of time, ſo that veſſels going down therewith, being crowded together, are unavoidably ſtopped in paſſing every lock; ſo that while that is doing, the flaſhes are ſpending, thoſe that are foremoſt ſtand the beſt chance, while thoſe behind are fre- quently catched by the keel; ſo that taking the chances they ſeldom get upon an average above two ponds per flaſh, going down, and in coming up, or meeting the flaſh, they ſeldom get, at an average, above one; wherefore, veſſels will be frequently from Stock Reach to Leeds or Wakefield, a week or more in making good their paſſage, that other- wiſe would be performed in fifteen hours. Hence, there is a neceſſity of a greater number of veſſels being employed upon the river than would otherwiſe be ſufficient to do the buſineſs, and, in conſequence, a great deal of time neceſſarily rendered vacant to the boatmen, &c.; hence ariſes a manifeſt detriment to the public from ſo great a number of veſſels and men lying unemployed, whoſe hire and wages upon the whole muſt be made good by the conſumers, and hence complaints of the boatmen, who rather than be perfeótly idle, often employ themſelves in doing miſchief. It is manifeſt, that theſe ſtoppages, which laſt in a greater or leſs degree for ſeveral months in the year, muſt in their own nature produce the neceſſity of employing a much greater number of boats and men than would otherwiſe do the buſineſs; yet, if a num- her were employed ſufficient to do the buſineſs in the flaſh ſeaſons, there would not be half employ for them the reſt of the year; it follows, therefore, that in thoſe ſeaſons, the buſineſs done, notwithſtanding every effort, will be far ſhort of the demands of the public: hence great complaints, for want of diſpatch, againſt the rivers, and againſt the undertakers, and from thoſe who, if they were apprized of the difficulties and diſ- advantages under which the buſineſs muſt be done, would be ſurprized how ſo much is performed in ſuch a way. = The [ 133 | The mills alſo complain of the water in dry ſeaſons being brought down in flaſhes, that a great part of it runs waſte over their dams, and that they are thereby deprived of a regular ſupply, and are obliged to wait a confiderable time to get their ponds filled again, which complaint, though juſt, I apprehend has originally been brought upon themſelves by their drawing down their ponds, which in return ſuggeſted the practice to the navigators drawing their ponds in order to fill the others: thus the miſchief by one party’s endeavour to draw down, and the other to fill, becomes accumu- lated, and which, with the preſent trade upon the river, it ſeems to me that nothing can remedy but a different mode of navigating. To propoſe an adequate remedy for theſe obſtrućtions and impediments with as little detriment as poſſible to private property, the proprietors of the navigation applied to me, and of this I ſhall now endeavour to acquit myſelf in the beſt manner I am able. In doing this I ſhall not take upon me to confider this matter in ſo extenſive a light, as if the navigation had never been made ; but keeping to the preſent tract and works wherever it can be properly done, I ſhall content myſelf with ſuch alterations as appear neceſſary to procure the eſſential of a navigation, viz. the means of keeping veſſels always afloat, ſo as to move freely in either direétion when in the proper channel of navigation, and when not loaded beyond a proper draft of water. Having carefully viewed and ſounded both rivers from the towns of Leeds and Wakefield, to Carlton Ferry, near Snaith, I find on comparing thoſe ſoundings that the rivers are capable (after making ſuch alterations as in any view of improvement ſeem indiſpenſible) of being made to carry veſſels drawing three feet ſix inches water in dry ſeaſons, and at other times four feet in its ordinary ſtate, which according to the preſent ſizes of veſſels will carry thirty tons, and forty five tons reſpectively. Experience teaches us, that one of the greateſt impediments to navigation is that of navigating in mill dams, yet without forming this navigation wholly anew it is hardly poſſible to avoid it totally. I therefore lay it down that in order to ſecure three feet fix inches water in mill dams in dry ſeaſons, that there ought to be made five feet at a full head ; this will allow the miller to draw off eighteen inches, which will give him a very ſufficient ſcope, and yet reſerve three feet fix inches to the navigation: this will be conſiſtent with the millers’ intereſt, as mills expend more water as they draw down to do the ſame buſineſs, and few ºn this river will do any good execution when drawn down this quantity, the more they are drawn down, the more time they will take to fill, ſo that what is more than the ſcope abovementioned cannot in my opinion be con- ſidered I 134 J ſidered in any other light than as means of hurting the navigation; and if it can poſ- fibly be ſuppoſed (which I cannot ſuppoſe) that any advantage can ariſe from drawing lower than eighteen inches within head, yet this will be compenſated ten-fold, by ſaving all the water now expended in flaſhing, which I look upon to be far more than what is conſumed in the neceſſary and proper lockage of the veſſels. Drawing therefore the line here, as perfeótly reaſonable, in order to prevent diſputes with the millers, that the navigators be at liberty to diminiſh the depth of the river in ſome proper place between the head of the navigation cut and the mill dam reſpectively, ſo as to form an artificial ſhoal, the top of which, in the loweſt part, not to be leſs than two fºet. beneath the water’s ſurface at a full head. . . . . ALTERATIONS PROPOSED. Beginning therefore at Leeds, I propoſe the following principal alterations. Juſt below the warehouſe a ſhoal will require to be dredged, and another formed below the head of the cut: the cut above the lock to be dug deeper, ſo as to make five feet water at a full dam, as far as the elbow, and all the threſholds being conſiderably too high the lock muſt be rebuilt, and as the tail cut and river below are too ſhallow, and the deepening both is expenſive and uncertain, I propoſe to extend the cut, and place the new lock lower down, which will drop the veſſels into deep water; the river then holds good, or may be made ſo, with a little help, to Hunſlett mill. - Hunſlett mill lock, New mill lock, and Twaite mill lock lie all too high, and at all events conformably to what is above ſtated muſt be rebuilt; the cuts are all too ſhallow, both above and below, as well as intermediate ſhoals in the open river, and as the ponds are ſhort, and thereby the mills can the more readily draw them down, this ſpace is ſubjećt to every ſpecies of embarraſſment, to avoid which I propoſe to take a cut out of the river a little above Hunſlett mill, and forming a ſhoal (as before mentioned) to croſs a corner of the Breaks, to croſs a cloſe of Sir William Milner's, another of Mr. Cookſon's, Sir William Milner's again, and laſtly through a paſture of the Right Honourable Lord Irwin's, commonly called Clark's paſture, ſkirting the high ground, - and then falling into the river; this cut will ſcarcely be a mile in the whole, and will paſs all the three mills at once, Flood-gates will be neceſſary at the head, to keep the floods out of the cut; two locks will be ſufficient, with bridges and tunnels, to com- municate the roads and water-courſes, the hawling tract being upon one of the banks may be fenced off, if thought neceſſary. - g There I iss l There are three ſhoals between the elbow and the tail of the preſent cut; as they are rocky ſcalps they may be taken up without interrupting the preſent navigation, or to avoid them, the cut may be extended about 150 yards, ſo as to fall into the river op- poſite the preſent lock. - - Ryder ſhoal will need. a little clearing, as alſo one below Mr. Fenton's ſtaith : the dam boards will be neceſſary, as at preſent, in dry ſeaſons, but may be made to ſtrike at any time of flood, with far more eaſe than at preſent. - Cryer cut will want a little deepening towards the head, and the north bank making good. Woodlesford lock, its bottom lies too high by about 23 feet, but the river being embarraſſed with ſhoals below it, the laying it deeper would be to no purpoſe ; it will be neceſſary therefore either to build an intermediate dam and lock above Swillington bridge, or to continue Cryer's cut till it can be dropped into deep water above Swil- lington bridge, the latter, as it will leave the river free from additional dams, is in many reſpects to be preferred, but, as it would occaſion the cut to croſs the broad flat part of the valley, and to join the river where there is little flat ground on the oppoſite ſide, the water would in time of great floods become too much confined. What I think the moſt eligible is to continue Cryer's cut along the face of the high ground below the houſing of Woodlesford, and croſſing the road (from Wakefield to Swilling- ton bridge) to carry it along the ſkirt of the high ground of Woodlesford field to the Oak Tree cloſe, then to croſs to the point of high ground belonging to Mr. Blades, and from thence to the tail of the cut of Fleet Mill lock, by which the ſhoals at Woodles- ford, and the draft of Fleet Mill will be avoided together. This new cut will be nearly a mile, and to be furniſhed with proper bridges and tunnels. Mithley lock bottom is alſo too high, and there being ſhoals all the way down, al- moſt to Sir William Lowther's ſtaith, that cut to be lengthened, and a new lock and flood-gates at the head. w From hence to Caſtleford, good water, with preſent dam boards there ; but, if any alteration ſhould take place, the navigation ſhould have power to build a new dam below the joining of the two rivers, in order to keep the water to its preſent height up them both. - . . The I 136 I The bottom of Caſtleford lock lies too high by two feet nine inches, and the river below is greatly embarraſſed with ſhoals both above bridge and below, inſomuch that in the preſent ſtate of things, veſſels could not paſs Caſtleford without flaſhes, even if Knottingley dam were always kept full ; thoſe embarraſſments will be all avoided to- gether by a cut from the mouth of the two rivers acroſs Caſtleford Ings to the elbow below Caſtleford, being a little more than a quarter of a mile in length, with a new lock, road bridge, and flood-gates at the head. - * From hence the river continues very good till a little below the tail of Brotherton weirs, where there is a ſhoal having but four feet two inches water, and one below Ferry bridge, which has only three feet eleven inches, with a full pond at Knottingley, ſo that with the great number of mill cloughs and waſte cloughs upon this head of water, it can, in all common ſeaſons, be reduced ſo as to lay the loaded veſſels a-ground upon the ſhoals laſt mentioned. But this is not all, for even though Knottingley mill Were always tC) keep a full head, the river, for about a mile below Knottingley lock, is ſo greatly embarraſſed with ſhoals, that with a full pond at Beal dam (the next below) there will not be above a foot of water in ſome parts of this ſpace, and for the greateſt. part of that ſpace not two feet, and at a medium about eighteen inches, and ſo great is the tendency of the river to filt and form obſtrućtions in this part, that though weirs for the whole length have been maintained for a long courſe of years at a very conſi- derable expenſe, yet this part of the river ſeems to be in a ſtate of growing rather worſe than better, and even if it were, at a great expenſe, to be dug deeper, ſo great a quantity of looſe ſand is lodged by the floods, that there is no anſwering that it would not choak up almoſt as faſt as it can be deepened. The expedient for paſſing theſe ſhoals has been by putting boards upon Beal's dam, in two heights, ſo as to raiſe the water two feet above the dam’s crown; and as thoſe boards cannot be ſo eaſily diſengaged in two heights as in one, they have frequently been obliged to remain during the courſe of flood, which has produced complaints from the land-owners in regard to the over- flowing of their lands, and from the proprietor of Knottingley mill, in regard to its being ſooner put into back water, the only certain and adequate remedy therefore that I ſee, is to form a new cut by all thoſe obſtrućtions from deep water to deep water, which will be done by departing from the river a little below Brotherton weirs, and from hence purſuing the general boundary of the north ſide of Brotherton marſh, and falling into the river into the bend below Anfleet drain, from whence the river is very good to Beal, eſpecially with one height of boards, which may be made to ſtrike as before mentioned, in any time of flood, or it will do without the boards, by taking a cut out of the river, juſt below the bridge-houſe, and joining it to the elbow of the preſent Í 137 J preſent cut above the lock; but I prefer the former expedient, as in this caſe the more eaſy, and becauſe it will alſo retain more water at Knottingley weir. The cut through Brotherton marſh to have flood-gates at the head, or joined to the great road-bridge for conveying the north road over the cut, a road-bridge anſwerable to Sutton-lane, and tunnels for the drainage water of the Anfleet. A ſhoal two feet under dam's height, below the head of the cut, will be wanted to retain navigable water from Caſtleford, and by way of communicating the navigation to Ferry-bridge, Knot- tingley mills, &c. a ſide cut will be required by the ſaid ſhoal, with a pair of provi- ſional ſtop-gates, to be ſhut only in caſe of the water above being reduced till it is penned by the ſhoal. In order to prevent too much confinement to the water in high floods, I pro- poſe that for ſixty yards, near the bottom of the marſh, the banks of the cut to be laid low and ſecured, ſo that the water may find a paſſage there as at preſent. The lock of Beal is almoſt the only one upon the river Aire that lies deep enough, and from thence to Haddleſey there is good water, with one height of boards at Had- dleſey dam, which may be made to ſtrike as the reſt do ; at preſent two ſets of dam boards (as on Beal dam) are frequently found uſeful for penning a greater pond of water to produce flaſhes below. - The open river below Haddelſey lock, for nearly three quarters of a mile is, embarraſſed with continual ſhoals, which again occur at the Hurſt, and where, notwithſtanding the weirs conſtrućted for that purpoſe, the water is not better, for being the place where- abouts the neap tides generally terminate, the warp conſtantly fluctuating in the tides way, has a tendency to ſettle in this place, and conſequently in dry ſeaſons the bottom is the higheſt, when it is moſt wanted to be low. Theſe obſtrućtions are within the limits of the preſent ačt of parliament, but the ſhoal at ſtock reach about a mile below Weeland, being without the limits of the preſent ačt, admits of no palliation, but as it has nearly the ſame water upon it at high water as the ſhoals above, it has no other ill effect than increaſing the number of places where the veſſels are ſubjećt to be ſtopped : but, however, as by this means a tide is frequently loſt, it certainly, even in the preſent ſtate of the navigation, is a conſiderable objećt. The moſt obvious way of curing theſe ſhoals is by building a lock and dam at, or below, the Stock Reach, ſo as to pen a ſufficiency of water over them altogether, but Vol. II. T - beſides I 138 beſides that dams ſhould always be avoided where they reaſonably can be, there is in this place this objećtion, that as the ſpring tides would flow ſeveral feet over the dam, and bring with them a great quantity of warp, it muſt be expected to ſubſide in the ſtill water made by this dam, ſo as probably to increaſe the preſent or produce new ſhallows, as bad as thoſe intended to be cured ; beſides, as in the preſent ſtate of the river, there are ſhallows ſtill below, particularly at the top of Snaith's marſh, and Carleton ferry, where there is but juſt a ſufficiency of water at neap tides, it is no ways certain, that the ſtopping of the neap tides more early than uſual by the new dam above, may contribute to the raiſing thoſe ſhoals ſtill higher, and thereby to create new obſtructions, which in the preſent ſettled ſtate of the river, is not to be expected. . What I therefore propoſe is to take a cut or canal out of the river, juſt above the preſent lock of Haddleſey, and croſſing a ſmall part of Haddleſey marſh, to fall in with the hedge of Longcroft, and croſſing Egbar Lees, the old Eye, and boggy ground below Sherwood, to make towards the high ground, oppoſite to Tranmore houſe, and there ſkirting the border of the high ground near the arable fields and marſhes to go on to Henſall common, and keeping nearly the direétion of the ſea bank (on the marſh ſide of it) till we get to Gowdale marſhes and the Intake, and purſuing that boundary nearly, to fall into the river a little above Gowdale lodge clough, where the river being deep, the veſſels can be made to lock out and in at low water, and lie ready to ſave their tide over the ſhoald at Snaith’s marſh and Carleton ferry, over which ſhoals, according to my obſervations and information, veſſels loaded as before mentioned, are always ſecure of a paſſage at high water. . In the cut before mentioned, a large tunnel will be required for the paſſage of the water of the old Eye under the canal at Edgar Lees, and to give the uſual paſſage to the water in high floods and breach of banks from above, I propoſe the banks of the canal near the old Eye to be made low for Ioo yards, (and to be ſecured) that the back flood water may go over them, with ſtop gates at the high grounds to prevent the floods from making their way down the cut, and alſo at the head to prevent the river from flowing in till it goes over the marſh banks, &c., ſtop gates alſo to be placed at the croſs bank between Henſall marſh and Heck Ings, and likewiſe between Heck Ings and Gowdale Intake; the following tunnels will be wanted for communi- cating drainages, viz. Haddleſey marſh, Henſall drain, Heck Ing clough, and Gowdale marſh ; proper bridges will alſo be placed to join the roads and commu- nications to grounds; the principal will be to Haddleſey marſh, Sherwood road, to the Ings, [ {39 J Ings, Egbar ditto, Henſall ditto, Henſall road to Weeland, Heck lane to the Ings, and from Gowdale inarſh to the Intake. - I have alſo examined the grounds on the north ſide of the river, and find a cut equally practicable there, and in ſome reſpects preferable, but being wholly through incloſed farms, I have cauſed the firſt ſurvey to be made as above deſcribed, which will paſs chiefly through the open Ings and marſhes, and for the greateſt part through grounds of very little value, being the ſeparation between high grounds and the low ; the whole length will be about three miles and three quarters. Though I do not ſee an abſolute neceſſity of extending the cut below Gowdale lodge clough, in order to procure the eſſentials of a navigation ; yet as obſtrućtions at preſent unforeſeen may ariſe, it ſeems to me neceſſary that the undertakers ſhould have a power of removing obſtrućtions, and making horſe towing-paths from the outfall of the river Aire into Ouſe, to Gowdale lodge clough, as well as above. Having now diſpatched what ſeems moſt neceſſary reſpecting the river Aire, it re- mains to make the requiſite obſervations upon the river Calder. - The moſt embarraſſed part of this river, and the only one dependent on mills, is the cut from the warehouſe to the lock. Were the mill at the tail of this cut to keep always a full head there would need little alteration, but as this is ſcarcely to be expected, the moſt pračticable expedient is to dig the cut eighteen inches deeper, and to form a barrier as before mentioned, ſo that the mill cannot draw above eighteen inches within head. This however will not be perfeót, as the withholding the water at the Soak mills at Wakefield, from whence alone this cut is ſupplied, will occaſionally and temporarily ſtop the paſſage of this cut. The navigation therefore in order to make it complete to Wakefield ſhould have a power either of filling the cut from Wakefield mill dam, or to purchaſe ground to make warehouſes near the tail thereof, with a road to lead to them. - The dam boards at Caſtleford being preſerved as at preſent, the whole pond from Pen- bank lock to the river Aire will have a ſufficiency of water, a place called the Meer Round excepted, with ſome little places that may eaſily be helped near the tail of Penbank : the bottom of Penbank lock however lies too high by nearly a foot, and as it muſt therefore be rebuilt, the proprietors ſhould have it in their power to rebuild it in a new place and lengthen the cut, ſo as to drop it into deep water about 1oo yards lower, or to rebuild it in its preſent ſituation, as may ultimately appear moſt adviſeable. - The I 140 j The dam boards of eleven inches being preſerved and made to ſtrike with eaſe, at Kirkthorpe Lake and Penbank dams, will make the neceſſary water from Wakefield lock to Penbank, except one ſhoal, called Holford, about a quarter of a mile below Kirkthorpe lock, which being a rocky ſcalp, I adviſe to be lowered by hand labour, rather than make any lengthenings in the cut of Kirkthorpe. The Meer Round is a ſandy ſhoal of no great extent: it is probable it may be helped by proper weirs, without making any new cuts, and hence we paſs into the river Aire without further obſtrućtions. . It is neceſſary to mention, that for the ſake of preſerving the courſe of the preſent navigation from Knottingley townſide upwards, it will be proper to keep Knot- tingley lock in repair, and alſo for the ſake of preſerving the communication of Mr. Brandling's coal ſtaith, it will be neceſſary to keep the Thwaite lock in repair; and in general where there is no particular objećtion, I would adviſe, that all the preſent locks be kept up, as by this means when any thing happens amiſs with one lock, where there is a duplicate, the navigation can be carried on by the other while it is thoroughly and ſubſtantially repaired, nor will the mills loſe any thing by a double leakage, as it will be very eaſy to keep the locks, where there are duplicates, in far better order than is praćticable in the preſent ſtate of buſineſs. - J. SMEATON. Austhorpe, 28th December, 1771. The [ 141 ) The REPORT of John SME Aton, engineer, upon a view of the Calder navigation, the 25th and 26th Feb. 1779, in company with Messrs. Royd, Charlesworth, and Waterhouse, of the committee, and Mr. Wal- pole, agent. - RESPECTING matters of common repair, thoſe having been pointed out on our paſſage up the river, I ſhall at preſent confine myſelf to ſuch things as tend to improve the navigation, by removing thoſe obſtacles that length of time and experience have pointed out after ſucceſſive repeated floods, of which the following ſeem to occaſion the moſt frequent ſtoppages, and the moſt frequently need temporary helps, 1ſt. Horbury mill paſture cut head, now called the Broad cut head. - 2d. The Long cut head, at Dewſbury, 3d. Batty's mill cut, tail and head. 4th. Kirklee's cut, head and dam, 5th. Tail of Anchorpit lock. 6th. Brighouſe cut head and dam. 1ſt, BROAD CUT HEAD. The head of this cut, from the gradual wearing away of the land by floods, has always been very ſubjećt to ſand, therefore often required to be raked, and become very trouble- ſome ; there was once a rubble weir thrown in from the up-ſtream point, which ſeemed to anſwer very well, till the ſucceeding floods took away the land, leaving the weir diſ- joined, which then coming in the way of veſſels, has been totally removed. The only complete remedy will be to make the entry from the cut from the deep water higher up, and as it appears from obſervations upon the whole river, that thoſe cut heads preſerve themſelves beſt from ſanding, whoſe upper point of land projećts further into the ſtream of the river, than the lower point, this cut would beſt commence from the ground above broken by the floods making the projećting point, the upperſide of the cut's Í 142 J cut's entry, and this being preſerved as it is, by being footed with rubble, the annexed ſketch, plate 5, fig. 1. will give an idea of the alteration; it will be proper to leave a ſpace between the ſouth bank, and the foot of the high land, otherwiſe all the flood-water will be ſtopped from going that way: and to prevept the flood-water from going in at the new entry, and out again at the old one, and thereby hauling in ſand and filt, it will be proper to put ſtop-gates upon the new cut head, at A ; and laſtly, as this new cut and works will be dug and founded below the level of the water of Horbury mill dam, with the water of which and Broad cut it will be in a great meaſure ſurrounded ; therefore, unleſs a trench can be cut eaſtwards, under the high ground on the ſouth, theſe works muſt be bottomed by artificial drainage, which, as it will be in an open gravel, will be very expenſive. If, therefore, the execution of this ſcheme ſhould be thought too expenſive, I would propoſe, for trial, that contained in ſketch, fig. 2, where, to prevent the lands going away any further, and thereby widening and filling up the river, I would begin to foot it up from the broken ground above, with a ſlope of rubble, and laſtly carry out its lower end into the ſtream as is ſhewn at B, in the ſketch, fig. 2, which being raiſed but a little above the common ſurface of the water will, as far as it reaches, in time of freſhes and floods, ačt as a dam, and inſtead of a ſand in its eddy, will make a deep, and thereby keep a channel open, and being carried out to a ſufficient diſtance what matter goes round its end will be carried down the ſtream without being depoſited, as it is now upon the eddy ſhore. Doubleſs this will make the entrance more awkward, but any thing is better to a veſſel than being catched by the bottom, and particularly in the dam of a mill, or to need being raked off after every flood and freſh : the original weir or jetty was conſtrućted on this principle, but the ground not being footed up and ſecured for a length above it, it was waſhed away ſince my attendance, and the place left as before mentioned. 2d. THE LONG CUT HEAD. This cut head needs frequent raking, and is more troubleſome than it ſhould be, though it opens into the navigation's own pen of water. I do not find that internally it is attended with much trouble, and as the down-ſtream point of the entry projećts further out than the up-ſtream, I would recommend to try the effect of cutting and rounding off as much of the down-ſtream point, as can be done with ſafety, facing up the lower part of the new dug ſurface with rubble, to prevent the action of the floods upon a new ſurface, from taking away what may be prejudicial ; and if the ſimply taking away from the down-ſtream point ſhould not be ſufficient, it may be further helped by being rendered more prominent by a rubble jetty from the up-ſtream point, ſomewhat “… < ºngs - - - - 80 0 0 " ' " £3980 o 0 - - - ; ; ; " ; ; ; , . . ; ; • . * * - } Wanted for this work twenty-five acres of land. From King's weir to, and including Carthagena turnpike. To a cut, one furlong seven-tenths, past Carthagena turnpike , , , , - . 7 - 56 2 0 To a lock, penning three feet - - - - - - " - • 300 0 0 A tail bridge - - - - • , - . . . . , - . tºy 15 O O. . 36371 2 o From [ 161 | - From Carthagena to, and including, new turnpike. s. d. To a cut by new turnpike, three furlongs in length - - º sº - 99 o o To a lock, penning five feet sº - . - - - 's wº - 500 0 0 To a road bridge, answerable to new turnpike bridge º - "Tº gº - 80 0 0 To clearing a shoal between the two turnpikes - gº tº avº - 85 0 () To a tail bridge over the lock sº lºs sº * -º gº tº - 15 O - O £779 O O Land to be purchased for this work, three acres. From new turnpike to, and including, Field's weir. To a cut at Field's weir eight-ténths of a furlong º tº a - ſº - 26 8 O To a lock, penning three feet nine inches Gº {- sº º - 375 0 0 To a tail bridge to ditto sº • sº tº e º º - 15 0 0 36416 8 O Land to be purchased, eight-tenths of an acre. From field's weir to, and including, Ware weir. To clearing a shoal below Standstead bridge sº tº wº tº - 100 O O To a cut from above Stanstead bridge to Ware weir, being one mile six furlongs and two- tenths ºp • sº º sº * - - 468 12 O To three locks, penning eleven feet six inches & Gº 4 ºn - ~ 1 || 50 0 O To three tail bridges dº | D. º sº Ǻ sº - 45 0 O To four fords tº º º dº tº º tº º cº - 40 0 6 :61803 12 O i- To be purchased for this work, fourteen acres and two-tenths of land. From Ware weir to, and including, Ware mill. To a cut, three furlongs, by a new passage, into Ware mill head - gº ſº - 99 Q O To a lock, penning eight feet eight inches {º tº º iº * * - 866 13 O To a tail bridge - - - º tº º ſº - 15 0 0 To a ford tº º ſº gº • º s • º - - 10 O 0. £990 13 O tº-3 To be purchased for this work, three acres of land. Vol. II. Y [ I 62 . I - * * From Ware mill to the preſent delivering place at Hertford. * - - • ‘ * * - .T. . . . . . . . . . . . . . . ; : – * W. A. \º 4 - &. d. To clearing a shoal near the balance engine - - tº º - - 150 0 & To a cut from the elbow above Fordham's mill into Dicker mill head, five furlongs - 165 o o To a lock, penning seven feet six inches - . . . - : - - 759 o 0. To a tail bridge to ditto - - - - - - - - 15 0, 0. To a road bridge to the mill wº ºr gº - - - - 80 0 on To three fords - - º - - º tº sº cº ... 30 O O. To deepening Dick's mill-head, proper for navigation ſº • - - 99 O O. To altering bridges and other conveniences - & Cº. gº , ſº - 180 o 0. £1469 O. O. - . - - } t ; *F±- To this work, wanted five acres of land, - i i-) - ºr g !-- ~~~ *-a-—i. --- wry-- wºrs Tºº -use -user- - -- ºr-e w 2 ------- ** j –ur- * -*- -ºr ~~~~ ~g *- GENERAL ESTIMATE for new making and completing the navigation of the river Lea from | Bow bridge to the delivering place at Hertford, by ſuch canals as have been approved by the | truſtees on their inſpection of the ſame; by John SME Aton, engineer. w ~ ; or clerks’ ſalaries. London, 26th February, 1767. d N. B. In this eſtimate there is nothing included in the above for ſurveyors', J. SMEATON. * | – - - Total Locks Expense Acres of Divisions of the River Canal River w of ... r length No. Rise the works land | M. F. I.M. F. I.M. f. I F. I. £ s. A. P. From Bow bridge to Lea bridge inclusive - ºg s] 2 : o O O 5 7. 2 5 7. 2 8 2 | 1688 Of 16 O From Lea bridge to and including Newman's weir . - 5 6 o 2 2 of 8 o 0 7 || 33 4 7720 of 36 o From Newman's weir to and including King's weir - 3 1 0 1 1 0 4 2 O 4 21 0 || 3980 O 25 O From King's weir to and including Carthagena turnpike - 0 1 7| 1 4 0 1 5 7| 1 3 O 371 2. 1 7 From Carthagena turnpike to and including New turnpike - 0 3 01 0 3 01 0 6 0 I 5 0 || 779 of 3 0 From New turnpike to and including Field's weir - - 0 0 8 O 6 5} 0 7 3. 1 3 9 || 416 8 O 8 From Field’s weir to and including Ware weir gº - 1 6 2. 2 1 2 3 7 4| 3 || 1 || 6 | 1803 12; 14 2 From Ware weir to and including Ware mill - | > - O 3 O. O. 4 Oi O 7 O. 1 8 8 990 13 3 O From Ware mill to the delivering place at Hertford - 1 0 0 1 0 OH 2 O O. 1 7 6 1469 0 5 O : - - - 14 5 710 3 425 1 1. 21 101 11 |19217 15, 104 7 Distance from Bromley lock to Bow bridge sº = | tº - - - - || 0 4, 8 - To making towing-paths, bridges, gates, and stiles, at 25 5 9 - £% ... ---e. - . • - * - I - se - - - # - - - || 512 0 20 per mile - - ... - , , - tºº - - - To repairing six weirs and turnpikes, to be kept up for - - - || - - - || - - - || - - || - - - 1200 () the use of the navigation, at £200 each - - | ſ . 20929 15 Add £10 per cent. upon the works for contingent ex- . - & , - tº " ' s ...'s - - - || - - - - - - - - - || - - - 2093 0} 10 4 penses, and upon the lands for temporary damages - $ | • - - |23022 15; 1 || 5 || | *-E { 164 j - - - • *-* *.*.*.x." ~ * - - - -] NEW RIVER WORKS, The REPORT of John SMEATon, engineer, upon the improvements. making by the New River Company, near Ware, in the county of Hertford. ' ', . AT the deſire of Mr. Walton, on Saturday, the 21ſt April, 1781, I viewed the works. of the New River Company made and carrying on near Ware, and made ſuch remarks thereon, as appeared to me neceſſary to give an anſwer to the queſtion propoſed to me, viz. In what manner, and how far the alterations and enlargements that the New River Company are now making in the New River, near Ware, have a tendency to af- fečt the mills and navigation upon the river Lea below Ware 2 To anſwer this queſtion diſtinétly, I muſt in the firſt place obſerve, that ſubſequent to all outlets for waſte water to return from the company's works and ſtreams back again. into the river Lea, there is a ſquare open tunnel of ſtone, through which the water paſſes, and is called the gage. I had not acceſs to take the meaſures with exačtneſs, but was informed it was fourteen feet in length, ſix feet in width, and two feet in depth. Now, if the ſurface of the water below the gage were of equal height, or perfeótly level with the ſurface of the water above the gage, the water would then remain ſtagnant, and none would run through the gage; but if the ſurface of the water above the gage be but a ſmall, and even imperceptible difference, higher than the ſurface of the water be- low the gage, this difference forming a declivity, will cauſe the water to run towards the lower part, and the velocity or ſpeed wherewith it will run will have a certain relation to the meaſure of this declivity; the quantity of water therefore taken or paſſing through the gage in a given time, will be proportioned to the velocity wherewith it paſſes. In order, therefore, that this conſtruction called the gage may be really and truly ſuch, or meaſure of a certain given quantity of water flowing through per minute, per hour, or per day, theſe conditions are neceſſary, firſt, that the ſurface of the water ſhould be kept at a certain conſtant given height before it enters the gage, and at another conſtant certain given height after it has paſſed it, ſo that there may be a conſtant and equal declivity of fall from the water's ſurface above the gage to the water's ſurface below, and thereby alſo occupying the tunnel with the ſame degree of fulneſs: for if either the ſurface of the water above the tunnel be raiſed, while the ſurface of the water below remains at the ſame height, or the ſurface of the water below the tunnel be lowered, - that [ 165 | that of the water above ſtill remaining at the ſame height; in either caſe, the declivity or fall from ſurface to ſurface being greater, its velocity will increaſe in a certain pro- portion, and conſequently the Quantity of water drawn through the gage in a given time will increaſe in the ſame proportion; and the ſame thing will happen if the ſurfaces of the water above and below the gage are both raiſed, but that above more than that below, ſo as to form a greater declivity or fall; for by whatever means a greater fall is pro- duced, a greater velocity and diſcharge will enſue. r Something appears to have been attempted towards a regulation of the water's ſur- face above the gage, but nothing appeared to me to have been done with that view below the gage; however, while the capacity of the river below the gage remains the fame, its capacity to convey water will remain nearly the ſame alſo, and this will in ſome meaſure prove a regulation to the height of the ſurface of the water below the gage; but if below the gage in ſeveral reaches, impediments, and obſtrućtions to the motion of the current are removed, which will alſo be the conſequence of widening or deepening, or both, ſo as to increaſe the ſeótion of the river, the natural conſequence will be, that a given quantity of water will be run off as diſcharged at a lower ſurface, and if the diſcharge of water at the gage were entirely limited by a ſluice gate, or other- wiſe, to a certain given quantity, the ſurface of the water below the gage would by this means be ačtually lowered conſiderably; but the moment the ſurface of the water below the gage is in any degree lowered, the tunnel of the gage being open, a greater quantity will iſſue in conſequence of a greater declivity or fall, which, in conſequence, will in part keep up the ſurface below to a higher pitch than it would have been, had the quantity been ačtually limited ; that is to ſay, the effeóts of removing obſtrućtions are in part that of creating a greater declivity at the gage, and in part, that of conveying away a greater quantity thus drawn through the gage in conſequence of that greater decli- vity: it therefore appears to me very evident, that however laudable it may be, and is, in the New River Company to improve the water paſſage, conſidered as an aquedućt, yet the effects of widening, deepening, cleanſing, and removing obſtructions to the water's paſſage, have a direét tendency to create a greater declivity at the gage, and thereby to draw down a greater quantity of water from the river Lea, even ſuppoſing the water's ſurface above the gage to be kept to a regular height, which does not appear to: me to be always the caſe, becauſe there do not ſeem to me ſufficient means of doing it. I have intimated before, that the regulation of the water’s height above the gage has been attempted, but this does not appear to me done in ſuch a way as ſufficiently to anſwer [ 166 anſwer the end. The ſtream of water in paſſing from the river Lea to the gage paſſes by an over-fall, or tumbling bay, which ſeems intended to let the waſte water go back again into the river Lea, when the ſurface is above a certain height upon the gage : but this over-fall can by no means fully and accurately anſwer the end, as being very much too ſhort and confined: when I was there, about one inch of water was caſcading over it, ſo that if the crown of this tumbling bay be the proper height for the water above, or before it enters the gage, the ſurface was then one inch above its proper height, and what effect this may have will be ſeen hereafter. But this is not all, for I obſerved a freſh water mark 23 inches higher than the ſurface then was, at which height the water had been, in my opinion, ſometime in the morning of the ſame day ; and when the water's ſurface was at that mark, there would have been at or about 3% inches water over the tumbling bay, and conſequently near upon the ſame quantity, that is, above three inches, too much water upon the upper ſide, or above the gage. The water brought down to the works proceeds originally from the river Lea, where there is conſtrućted a piece of machinery called the balance engine, which, if kept in complete order, accurately adjuſted, and left untouched, might be a great means of keeping the water at the gage more nearly to a juſt height above it; but from the very great difference in the admiſſion of the water there in the morning and noon of the ſame day, it muſt follow, either that the balance-engine is much out of order and adjuſtment, or that the company's ſervants, in whoſe power it is left, had drawn there an occaſional quantity of water; and if the latter, of whatever uſe it may bes to the company, it cannot be conſidered, while in the power of their ſervants, as of any uſe towards a regulation of the water between the proprietors of water upon the river Lea and the New River Company, - - The reaſoning upon the matters above ſtated will equally hold, whether the quantity be ten cube feet, or a thouſand; it therefore now comes in courſe to give you ſome idea of the quantity by which the ſtream of the river Lea may be leſſened by the operations above mentioned to the mill-owners and navigation. To do this, however, with accu- racy and preciſion, would require more obſervations and meaſures than can be taken in one day; but yet, what may be deduced from what I have ſeen and obſerved, may be ſufficient to enable you to judge of the ground you ſtand upon, and whether an exami- nation more in the detail be neceſſary. When I was there, the difference, fall, or declivity at the gage, between the ſurface of the water above and the ſurface below the gage, I judged to be about an inch, or f rather † 167 | rather better; ſuppoſing the difference to be one inch, according to my computation: this difference would produce a diſcharge (from the meaſures of the gage before ſtated) of 1 Ioo cube feet of water per minute, that is, above thirty tons, and nearly equal to the water expended by one of Mr. Walton’s beſt mills, carrying two pair of ſtones, and, would fill a ciſtern lock of a middling fall in about five.minutes. Now, if the difference were four inches, the diſcharge would be nearly double, and if the difference or fall were fourteen inches (which I apprehend it is very practicable to procure by a ſuitable alteration of the New River), the quantity diſcharged would then be near upon the greateſt poſſible, through that gage, viz. 38oo cube feet per minute. I would not, however, be underſtood, that when the water was above three inches higher than it ſhould have been, that there was a quantity diſcharged due to a fall of three inches; becauſe, for reaſons already given, an increaſed diſcharge at the gage would raiſe the water below, and diminiſh the fall, ſo that it is probable, the true dif- ference of fall was never more than two inches, in which caſe, the diſcharge would be above 15oo feet per minute; but which, by ſuitable alterations in the river below, may be carried (as already mentioned) as far as 38oo cube feet. . - J. SMEATGN. London, 3d May, 1781. -> gr F: ---- . . . . 68 ! . . : I I | * * *~~~~~£; a To the trustees of the river Lea. GENTL E MEN, WHEN I attended you at Ware, at your meeting of the 21ſt May, by order of Mr. Walton, for the purpoſe of explaining to you ſuch matters as might ariſe from a confi- deration of my report made to him of the 3d May, which contained my opinion of the tendency of the improvements making by the New River Company, near Ware, a copy of which report he had cauſed to be communicated to you; it was, among other things, obſerved by you, gentlemen, on your view, that ſince it appeared that the ſurface of the water, in paſſing the ſtone gage, was lower with reſpect to the roof of the tunnel of the ſaid gage, than it was with reſpect to the top of the two flat ſtones placed as marks, and referred to in the act of parliament, that therefore the tunnel of the gage was placed too high by the difference. To this I obſerved, that it did appear to me as if the gage was too high for the ancient marks, but that, on account of the current ſtate of the water, this could not be fully aſcertained, unleſs an accurate level were taken; and this you deſired me to aſcertain by taking a level accordingly. I then obſerved to you, on conſidering the ſituation of the two flat ſtones, which ſeemed ancient marks, that they, probably, would be found not to be upon a level, as they have been generally confidered, and as they are ſuppoſed to be by the wording of the aët of parliament, which refers them to the level of the ſame head of water flowing down the Manifold ditch, and if not thoſe two ſtones or marks, (the water being di- reéted to be kept level therewith), the one communicating with the head of water before it has paſſed the gage, and the other with the tail after it has paſſed it, will become bond fide, two ſeparate ſtandards, one to regulate the height of the water above the gage, and the other below it, that have been originally placed with this intent, viz. to regulate the quantity of water that will paſs the gage with a given deſcent or decli- vity, as is pointed out to be neceſſary in my ſaid report of the 3d of May, and to which I beg leave to refer; which matters, with what elſe might occur as material to the ſub- jećt, in order to aſcertain a juſt meaſure of water to be taken by the company, you de- fired me alſo to examine at the ſame time. & Accordingly, upon the 29th of May, I took a ſet of levels at this place, from which it appears— 1ſt. That [ 169 | - 1ſt. That the roof of the ſtone tunnel compoſing the gage is fulf five-eighths of an inch higher than the top of the old part of the flat ſtone mark, at the Chalk Iſland, which marks the height of the water before it paſſes the gage. 2dly. That the top of the Tumbling bay, acroſs the Manifold ditch, which ſerves as an over-fall to let the overplus water taken into the balance engine, and paſſing by the Manifold ditch, return into the river Lea, when it is too much in quantity to be taken in at the gage, is full half an inch higher than the top of the mark at the Chalk Iſland. 3dly. That the ancient flat ſtone or ſtandard, near Chadwell ſpring, which commu- nicates with the water of the New River after it has paſſed the gage, is near upon three- quarters of an inch lower than the flat ſtone at Chalk Iſland, that communicates with the water before it has paſſed the tunnel. From the above levels it appears, that if the ſurface of the water be kept continually to agree with the two marks, one for the head water, the other for the tail, (the differ- ence of level being three-quarters of an inch), that a conſtant equable quantity of water will continually flow from the Manifold ditch through the gage into the New River, ac- cording to the apparent intent of the aët of parliament, becauſe 2dly. That if the two ancient marks had been found upon a level, and the water's furface had been kept even with thoſe marks, the water would remain ſtagnant in the trough or gage, and none would have run from the Manifold ditch to the TNew River. 3dly. That if the water be kept even with the two marks above referred to, then the gage will not be filled ſo as to vend a full bore by about five-eighths of an inch in height or depth. - 4thly. That if the gage be made to vend a full bore of water, then the water muſt be kept full five-eighths of an inch deep upon the Chalk Iſland mark, and if the water be at the ſame time only even with the ſtandard at Chadwell, there will then be a fall at the gage of 14 inch, which will be almoſt double to what it ought to be. In expreſſing myſelf as above, I have referred my meaſures to the two ancient flat ſtones or marks ; the one at Chalk Iſland, after the water has paſſed the brick arch from the Manifold ditch, the other near Chadwell ſpring; becauſe theſe, it appear to me, are Vol. II. ... • Z the [ 17o I - - -- * w sº - the only marks remaining that have the appearance of having ſubſiſted at the time of paſſing the aët above mentioned; the gage itſelf, which at that time is recorded to be of wood, is now rebuilt with ſtone, and the conſtituent parts, viz. the tunnel, with white marble, which, in point of length, breadth, and height, agrees with the dimenſions ſpecified in the aët, - - . . . . . . . . . . . The old flat ſtone near Chadwell ſpring appears to be entire, but one-half of the old flat ſtone at the Chalk Iſland ſeems to be gone, and to be replaced with one of a more modern date, which is at or near upon one-eighth of an inch higher than the old one. Upon both the upper ſurfaces of the old flat ſtones there are grooves or channels, cut of about one-half an inch deep, round about near the border, with openings to the out- ſide, the intent of which, as it would ſeem to me, has been, that when the water comes º near the level of the ſurface of the ſtones, it will, by flowing into theſe channels the more readily ſhew when the ſurface of the water is in reality even with that of the ſtones; which is to me a convincing proof that the ſurfaces of theſe two ancient flat ſtones are in reality the capped ſtones placed as ſtandards, and referred to in the aët. I muſt further remark, that the new part of the flat ſtone of Chalk Iſland mark is not grooved like the old one, and that upon both this and Chadwell ſpring, flat ſtones are placed round, or oétagonal ſtones, of about two inches in height, which form a ſtep or riſe of two inches, and the middle of the ſtep is covered with a rounding cap or head, reaching ſome inches higher, both which ſteps and their caps, appear to be of work- manſhip much more modern than the flat grooved ſtones; but for what purpoſe there placed does not appear to me. -- . - It is ſaid above that the top of the Tumbling bay, acroſs the Manifold ditch, is full half an inch higher than the ſtandard mark of Chalk Iſland; that is, than the ſurface of the old part of the flat ſtone there, from which all my levels were taken, but it is to be underſtood that the top of the Tumbling bay, as here taken, is the top of an iron bar which forms its crown, over which the water falls ; but were this iron bar removed, ſo that the water might run over the ſtone upon which it lies, then the top of the Tumb- ling bay there would not be higher, but rather lower than the Chalk Iſland ſtandard mark. Whether this bar was placed upon the top of the ſtone-work in the original con- ſtrućtion of this Tumbling bay, or has been placed there ſince, or upon what occa- fion, does not appear to me, but it would ſeem that the whole of it has been done new fince the date of the act, as there is a date upon it, I think, of 1746. . * Upon I 17" Upon the whole matter it appears clearly to me, that if the New River Company take ſuch a body of water as will run through the tunnel of their gage, without raiſing the ſurface above the level of the roof thereof; that is, without any pen, and provided an equal depth of water flow over the two capped ſtones or ſtandards, at the two places above mentioned, ſo as to produce a declivity equal to the difference of eleva- tion of the ſurfaces of the two ſaid ſtones, they would not take more water than they would by the aët have been entitled to, if their gage had correſponded with the two ſaid ſtandards : but if the New River Company take no more water than will flow through their tunnel or gage, when the ſurface of the water is kept even with the two capped ſtones or ſtandards, then the difference will be in their disfavour, as they will then take leſs water than they would have been entitled to by the aët; but yet, though the ſurface of the water above the gage were kept even with the Chalk Iſland mark or ſtandard, if the ſurface of the water below the gage were kept below the Chad. well ſtandard, the effect would be by increaſing the declivity to draw more water through the gage than the due quantity: and the widening and deepening of the river below has a manifeſt tendency to produce this effect, as is fully ſtated in my ſaid report of the 3d of May, therefore, though it now happily appears that there are diſtinét marks by which the quantity may be regulated, yet, by means of the improve- ments made, the whole being in the power of the company's ſervants, they are able to take a quantity far exceeding that ſpecified in the ačt. - - . -- J. SMEATON, Austhorpe, 18th July, 1781. - RivièR [ 172 1 The REPORT of John SMEAton, engineer, upon a view of the works upon the river Ure, taken the 27th April, 1770. AT the requeſt of the committee of the Ure navigation, I proceeded this morning, attended by Mr. Myers, Mr. Paſhley, and Mr. Moon, from Bondgate green to Milby lock, and obſerved as follows: - e s 1ſt. The baſon at Bondgate green ſeems to be ſet out properly enough, if any thing, too near the road; it ſeems beſt to place the warehouſe at the head, or upper end thereof, and to bring in the water of the Skeld, in a ſubterraneous tunnel, through. the little encloſure on the ſouth ſide of the houſe, near the ſouth end of the chain bridge, placing a draw-gate at the head to ſhut out the floods, and regulate the water, with a proper grate before it: the ſurface of the Skeld, as it may not be high enough to an- ſwer the level of the head canal, as now ſet out, and in part completed, may be raiſed º' by forming an artificial ſhoal or dam, a Hittle below the flood-gate, with rubble, whoſe interſtices being wrecked full of ſand and gravel, may eaſily be made to pen the water to the height required, and be very durable. In ſome convenient part of the head canal, if beyond the high ground, the better, it will be proper to place an over-fall, of at leaſt twenty feet in length in the crown, and high enough to pen a mili's water over the artificial ſhoal above mentioned, before it runs over the over-fall, in order that in dry ſeaſons the water of the river may not run waſte down the canal, after the works are . filled to a ſufficient height. . y 2dly. All the banks about Bondgate green to be made at leaſt one and a half, but better if two feet above the ordinary navigation’s ſurface, ſuppoſed to make four feet depth of water, and to be at leaſt nine feet broad at top ; and in caſe this is not higher than the riſe of the floods of the Skeld, to be increaſed in height till the floods will be prevented from making their way into the canal. 3dly. I ſtaked out the remaining part of the canal from Bondgate green to Rhode's field lock, and ſet out the place for Rhode's field lock, and adviſe that the batter of the ſides of the canal that remain to be done, be made five feet back on each ſide, for every three feet perpendicular. , “.. 4thly. [ 173 || 4thly. The riſe, according to Mr. Jeſſop's levels, from the upper gate threſholds of the Oxcloſe lock to the ſurface of the water in the head Îevel, as now ſet out, is twenty- five feet; but as it was propoſed to raiſe the water in the reach above Oxcloſe lock, one foot extra, that is, to five feet above the upper threſhold of the ſaid lock, there wilf then remain twenty feet for the difference between the ſurface of the water in the reach over Oxcloſe lock, and the ſurface of the water in the head level, to be divided into two locks’ riſes; but being informed by Meſſrs. Myers, Paſhky, and Moon, that the bottom of the cut, as it now ſtands, finiſhed below Bell Furrows locks, is yet two feet higher than the upper gate threſhold of Oxcloſe, it will follow, that either this cut muſt be deepened from Bell Furrows lock tail, for a confiderable length downwards, that is, in all the deep part of it, or the water muſt be raiſed two feet extra, that is, to ſix feet upon the threſhold of Oxckoſe lock; and obſerving upon view, that the fides ſtand very ſteep in the deep cut, and the bottom narrow ; obſerving alſo, that Oxcloſe lock, is built ſufficiently high and ſtrong to bear an additional extra riſe of two feet, I look upon it as far more eligible to do this, than to deepen the cut. In this cafe, the banks of the cuts in the low grounds next Oxcloſe lock will require to be heightened and ſtrengthened, and the waſte holes in the upper gates to be ſtopped, and in lieu- thereof, to place a ſide waſh or over-fall, near above the lock, for diſcharging the waſte water into the river, the crown to lie about two inches above the gage height of the canal's water, that is, fix feet two inches above the threſhold, to be twenty feet length in the crown, but the ſtone ſetting may be contraćted to ten feet at the tail: this being the caſe, there will remain nineteen feet difference between the upper and lower reaches. of the canal, to be divided into two equal riſes of nine feet and a half each, in conſe- quence, the piquet at Bell Furrows lock, ſet by Mr. Jeſſop, being fifteen feet nine inches above the upper gate threſhold of Oxcloſe, it will be thirteen feet nine inches above the lower gate threſhold of Bell Furrows, four feet three inches above the upper gate threſhold of Bell Furrows, and the ſame above the lower gate threſhold of Rhode's field, that is, three inches above the ſurface of the water in the reach between theſe two- locks; then raiſing the upper gate threſhold nine feet fix inches above the lower at Rhode's field lock, the ſame as at Bell Furrows, the whole will anſwer to make four feet water in the reſpective reaches. It will be proper to have an over-fall alſo at Bell Furrows lock of twenty feet long, placed about three inches above gage height; theſe over-falls have been found abſolutely neceſſary, ever, where the waſte holes have been applied, to prevent damages by overflow of banks, when the cloughs of the lock next above are left running, either by careleſſneſs, or with a deſign to do miſchief, the waſte holes not being ſufficient to diſcharge the full bores of water from the cloughs. N. B. As the bottom of the canal below Bell Furrows lock may not be quite two feet . above * I 174 T above the upper threſhold of Oxcloſe, it will be proper to place the lower threſhold of Bell Furrows lock, at leaſt as low as the bottom of the canal below it, and if any differ- ence, to divide the two locks accordingly, which, if not perfeótly equal, is not material. m * * 5thly. It ſeems as if ſome dredging would be neceſſary below the tail of Oxcloſe lock; but of this I could not well judge, on account of a freſh in the river. *6thly. The dam at Weſtwick Wath, being undertaken to be completed by contraćt, it is ſufficient to ſay, that I deſired the undertaker, upon the place, as to the completing of his ſcheme, the cut being very deep, and the ſides ſteep, it ſeems at preſent a good deal filled up, and I fear, being looſe ſandy matter, will continue to be trouble- ſome, even after it is cleared. - 7thly. The ſhoals lying below Weſtwick Wath, from the freſh in-the-river, had ſo much -water upon them, it was not poſſible for me to judge, whether the clearing of them, or building a ſmall intermediate lock and dam, as originally propoſed, will be pre- ferable; nor can I properly judge of this matter, but when the river is in its weakeſt ſtate of currency, when it will be right to ſound it with a boat. It is certain, that if the ſhoals, can be effectually cleared, it will be preferable to a lock and dam, even if attended with a greater expenſe, but this I rather doubt, for in my original ſcheme, which was only for three feet certain water, I propoſed four feet where the water was liable to be drawn down by the mills, and, therefore, ſuppoſing Boroughbridge dam to pen only one foot dead water over the ſhoals below Weſtwick, on raiſing it by a dam two feet higher, there would be three feet certain water; whereas, to deepen thoſe ſhoals two feet, would in effect, make but 'two feet water, when reduced one foot by the mills; the ſhoals muſt, therefore, be deepened three feet, to do the ſame thing by deepening as by raiſing the water two feet, and by like reaſoning, to ſecure four feet certain water, there ought to be five feet at a dead level within the pen of the mills; now, if this happens to be more than the general depth of the river between ſhoal and ſhoal, the whole will be to be deepened from whence the ſhoals begin upwards ; and if this be the caſe, which can only be determined with certainty by ſounding at a pro- per ſeaſon (which I never had an opportunity of doing), the expenſe may very far ex- ceed that of a lock and dam, - - - 8thly. Reſpecting the lock and tail cut at Milby, two things offered for conſideration; firſt, a double rend in the wall, near the N. E. angle of the return of the tail wing, one being - p - º ~ I 17; 1 being in the face of the wall next the lock's paſſage, the other in the flank or return of the wing. They both appear to be occaſioned by a ſet in the foundation, probably owing to an over-weight, in extending the maſonry of the wing beyond the ground timber; at the ſame time, as I underſtand that the ground timber was not ſupported by any piles underneath, nor had any plank piling on the down-ſtream fide to keep the matter under it, and but very inconſiderable plank piling on the up-ſtream fide ; his, confidering that the natural bottom as is ſaid, was very weak and ſpringy, renders it more to be wondered, that no greater derangements have happened. At preſent it has the appearance of having doné ſettling; and if ſo, the beſt thing that can be done, will be to double cramp the caping, and to cramp every other courſe downwards, and then running the joints full of fine terras mortar made liquid, doing about fifteen inches at a time, and then waiting till what preceded has ſet: but, in caſe any thing further appears, to drive down cloſe to the face of the ground timber a ſheet of rebated plank piling of four inches thick, which may be driven down to the level of the floor by a ſet, and laſtly, when by the aëtion of the cloughs, the matter appears, to be driven away from, below the timber, to ſupport the whole by dropping in a quantity of rubble to fill the ſame within fix inches of the level of the floor, and to extend as far as the ground ſhall appear to be taken away, or five yards below the apron.. . . The other affair reſpecting this lock's tail is the ſhooting in of the land bank on the north fide, which being a tender ſpringy ſoil, eſpecially as is ſaid towards the bottom, has been in all probability occaſioned by its being dug over ſteep, and too great a weight laid upon the top, by the matter which came out: there ſeems to me at preſent no effectual remedy for this, but to wheel the extra matter ſo much further back, that a ſlope may be formed of at leaſt two to one from the level of the water's ſurface, up- wards, and beginning the foot of the ſlope where the ground is whole; allowing alſo a ſet-off for the road, at or about the natural ſurface of the ground, then clearing away the piles and timber as much as poſſible, when the water is low, by dredging, OT otherwiſe to deepen the channel, letting the looſe matter come in, and gradually form-- ing its own ſlope; and if, after this, a layer of rubble of about a foot thick be depoſited upon the face of this underwater ſlope, beginning at the bottom, and diminiſhing the thickneſs upwards, in all probability the weight of this rubble will ſo conſolidate the ground, as to prevent its ſliding in future. . . - - - J, SMEATON-. * A usthorpe, 12th May, 1779, The ſ 176 I The REPORT of John SMEAron, engineer, concerning the repair of the navigation dam at Westwick Wath, upon the river Ure. HAVING carefully computed the probable expenſe of building a new dam at Weſt- wick Wath, including all materials; and alſo the probable expenſe of making up the breach, and repairing the dam as it now ſtands, in order to render the ſame effectual, I find the difference will ſcarcely amount to £200, and as the old materials, I think, muſt be of that value in the new erection, it ſeems there will be no material difference in point of expenſe; however, as the making up and repair"of the preſent dam may be the ſooner executed, and conſequently a ſaving of time in the opening of the navi- gation, and though the preſent dam ſo repaired will not ſubſiſt upon principles ſo regu- lar and uniform as the propoſed new one, yet, as the new dam I have computed upon is but 160 feet between the land walls, and the old dam, when made up and repaired, will be above 200. I am of opinion, upon the whole, that the repaired dam will be as ſafe as the new one ; I am, therefore, inclined to adviſe the commiſſioners to the repair of the dam as it now ſtands. . . The general method in which I propoſe to do it, is to let the timber frames ſtand as they now do, as a pen to the water, and to add a ſlope of ſtone on the down-ſtream ſide, extending twenty-four feet in baſe, and after that (that is, below the ſkirt) to lay in a body of rubble to the breadth of twenty-four feet more, by way of rough apron or ſecurity to the ſkirt. While this is doing, the breach is gradually to be filled with a body of rubble, and the top of it at laſt to be raiſed fifteen or eighteen inches higher than over the dam, it will begin to find a vent over the rubble dam likewiſe. When the rubble dam is made up, it will be made water-tight by throwing in upon the ſlope fide up-ſtream ſeveral boat loads of gravel, which will ſhut up the interſtices of the rubble, and a few boat loads of earth upon that will render it quite water-tight. ESTIMATE of the quantity and ſort of materials to be uſed in making up the dam and breach at Weſtwick Wath. Q £ s. d. The slope surface of the dam, being twenty-four feet broad, twenty inches in depth, and 100 feet wide, mean length will contain 4,000 cube feet of scapelled stone, which, if brought from the quarries near Ripon, and put in place at seven-pence, will be tº 5. 116 13 4 To 177 1 36 s, ti, - - { Brought over º - &: 116 13 4 'Fö rubblé for filling under the setters, and covering the earth apron above the dami, 327 cube yards, which, if produced, and laid in place from the before mentioned quar- ries, at two shillings, will come to - cº - gº a . , 32 1 4 3 To one cube yard of earth per foot running, in order to form an apron above the dam, • * * this getting, and properly depositing, at sixpence for 100 fect, gº ſº Q 10 0 To rubble in the skirt apron, supposed at a medium twenty-four feet broad, and three feet - thick, will, in 120 feet length, contain 320 yards, which, at two shillings, will come to 33 0 0. To 100 yards of rubble to line the shore on the north side along the apron, &c. - 10° 0' 0 To 120 feet"running of bearing piles, stringed-picce and grooved sheeting, of three inches • thick, and seven feet long, at thirteen shillings per foot running, tº º 78 O. O. To facing up the south side of the south wall of the cloughs, and putting it into the form - as directèd,. . . - - ºr es. " lºgs as * " 15 O O". * - 286 17 4 To contingencies on the above, atten per cent: - - • - 284 13 CŞ. To making good the body of the present dam, - º “ ſº- ** 315 10 4, To 3,300 yards of rubble for making up the breach, at two shillings, . es. . tº- 330 O O To six boat loads of gravel and carth, at forty shillings each, • sº º 12 O - (x : Contingencies at ten per cent. • - - .* . • , ~ 34 4 () To making up the breach, º, tº *-T gº - • 376 4 0. Total, | - -º ** 691. 14 4: . It is to be obſerved, that though the prices are added to the above in order to fill up the blanks, yet the quantities are:the only circumſtances which can properly be aſcer- tained by me, as a thorough knowledge of the prices of materials and carriage, upon which the ſum total greatly depends, can only be had from an acquaintance with the country, and which, I apprehend, many of the commiſſioners to poſſeſs to a much greater extent than myſelf. - In regard to the rubble ſkirt or apron, it cannot be completed till after ſome con- fiderable freſhes have happened, that the holes made thereby may afterwards be filled up with a proper body of rubble; which will probably be required to ſecure it, and which ought to be got down in readineſs, that after the floods have happened, it may be applied before any damage is done by the want of it. Vol. II. A a {{` I 178. I If opportunity ſerves, the breach may be begun to be filled up, as ſoon as the ma- terials can be got to the place, but not ſo high as to pen the water over the dam, keeping always the body of the rubble higheſt and ſtrongeſt next the land, to prevent its widening. - * The quantity.contained in the above eſtimate ſuppoſes the breach ſuch as it was when I ſaw it, viz. about thirty yards wide, and eight feet deep, at ordinary water; proper allowance muſt therefore be made for ſuch alteration as has happened, or may happen, before it is put into a defenſible ſtate. The firſt work for the body of the dam is to complete the piling of the ſkirt, and at the ſame time, filling in the rubble for the body, over which the floods will go without damage. The ſkirt of the dam is ſuppoſed to be above water in a dry ſeaſon, if it ſhould not ſo happen, after the water has been let off as much as can be, the ſkirt muſt be raiſed, while the underſide of the ſtring-piece is about level with the ſurface of the tail-water. - J. SMEATON. Austhorpe, 19th January, 1771. N. B. If the rubble cannot be put in place for 2s. 6d. per yard, or under, I believe it will be adviſeable to begin a new dam in a new place. *. VIEW F 179 T. VIEW of the works of the navigation of the river Ure, on Tuesday, Mayº - 14th, 1771, by JoHN SMEATON. MILBY LOCK AND CUTT. THE tail of Milby lock, the wharfing on the ſouth ſide wants lining with rubble inſide the timber work. - sº The down-ſtream angle of the ſtone work of the lock on the ſouth ſide is cracked in the ſame manner as the north ſide did the laſt year, when ſettled, it may be cramped and grouted (that is, filled with liquid mortar), as the former has been done. The current over the top of the lock having taken out ſome of the earth behind, the walls near the upper gate turning poſts ſhould be filled with rubble, and lagged at the top to prevent its blowing out.- - A breach in the ſouth bank near the lock ſhould be made up and ſtout, and ſome low places where the water has run over ſhould be raiſed. A ſand is ſaid to be gathered in the cut above the bridge, and the head of the cut. has a narrow bar of the original bank of the river, that has never been taken out, over which there is but three feet water at dam's height; if an opportunity offers of drawing . down the river, both the above will be eaſily cleared by ſetting men into the water, but if not, the head may be cleared by a large rake, which will be uſeful on future occaſions in clearing heads and tails of cuts, and the ſand within the cut, whenever it. proves obnoxious to the paſſage of veſſels, may be taken out, by drawing a ſheet of rebated piles acroſs the cut above the ſame, to be well ſupported down-ſtream by ſtays, and then drawing off the cut’s water below by the lock's cloughs. se SHOALS IN THE REACH BETWEEN MILBY AND WESTWICK CUTS: . As the clearing of theſe ſhoals has been agreed for at the meeting on this day to a ſtipulated width and depth, they need no further remark. WESTWICK CUT AND DAM. The tail of the cut being ſanded up, and there being a deep part of the river below, it [ -180 j it is preſumed the ſand may be blown out by the aëtion of the lock's cloughs, if not, it muſt be cleared with the rake. The wharfing at the lock's tail, it ſeems, will want ſupporting with rubble like Milby. s The cut above the lock has a breach into the river which will want to be carefully made up of a good height and ſtrength, and the matter well conſolidated, and ſome other places on the fide next the river will want raiſing and ſtrengthening where the water has run over. The whole cut wants clearing, and the ſides made more ſloping; the bridge wants finiſhing. - The breach at the dam, though grown, it is ſaid, about ſix yards wider than when I firſt viewed it, yet, by being leſs deep, I do not apprehend to be in a materially worſe condition than before: this being contraćted for, upon particular plans and ſeótions, which have been amply explained to the undertaker, needs no further mention here. “THE LONG CUT, &c. The ford at Oxcloſe, not having been completed over the river, the part unmade is blown to a conſiderable depth, and unleſs repaired, before any heavy freſhes come on, what is done will require to be removed, and the whole begun in another place. The banks at the tail of Oxcloſe cut will require to be guarded with rubble as the former. The over-fall at the head of this lock will require to be conſtrućted as per former report, to convey the waſte water: it may be done in a ſloping form, with ſcapelled rubble ſetting, and the tail of the trench to convey off the water to be well guarded with rubble on entering the river or tail cut, - . The terminations of the parapets of the bridges ſhould have a heavy ſtone laid on each, otherwiſe the bricks cannot be properly ſupported, and will follow one another, The banks for thirty feet at the tail of Bell Furrows lock ſhould be wharfed up with rubble walls, inclining about one foot in four ; they may be built without mortar, but ſhould be covered about one foot above the cut's water, with pretty heavy ſtones, a little ſcapelled by way of caping. . . . . . The I 181 || • The tail of the drain that brings down the water from the over-fall ſhould be con. dućted through the bank, and the bottom well ſet and ſecured at the termination by rubble. The head cloughs of this lock want ſome amendment, and the ſhutting of the lower gates againſt the threſholds ſhould be re-examined when the water is off. Rhode's lock ſhould be wharfed at the tail in the ſame manner as mentioned for Bell Furrows, and the north clough at the head wants reëtifying. The leakages that appear in various places near thoſe locks are nothing more than what always happen in gravelly ſoils. The water is to be condućted in ſmall gutters from lodging upon the ſurface of the lands for the preſent ſeaſon, and before the next, they will probably diſappear. If, upon drawing off the water, any ſuſpicious places appear, they will be beſt ſtopped by being puddled with corn mould earth. The bank near the ſunken tunnel on the ſouth ſide wants conſiderably to be ſtrengthened, and the mouth of the tunnel to be finiſhed : it ſhould be made wider at the entrance, and an upright bar or two be put down to prevent hay or buſhes that may enter from choaking it; ſome ſmall part of the bank on the north ſide near the elbow next the turnpike road ſhould be ſomewhat ſtrengthened. I apprehend it will be neceſſary in ſome convenient place in the upper reach of the cut to have a rough over-fall, ſomething like that propoſed at Oxcloſe; for, if the clough by which the water enters from the Skeld, ſhould happen in a flood or ſpeat to be left running, the banks of the cut will infallibly overflow, and probably make a breach before it is diſcovered, eſpecially, if happening in the night; this over-fall may be made on the ſouth ſide, near the ſaid tunnel, and its water be conveyed away through the ſame. *- - J. SMEATON, Austhorpe, 29th May, 1771. The ...?. º: - . s * > * { we \ ºš' - * * , • ~.' - * - - The REPORT of John SME Aton, en gineer, upon the state of the navigation. of the river Ure from Ripon to Boroughbridge lock. * HAVING carefully viewed and ſounded the river and cuts the a8th September laſt, - I find that when the cuts are cleaned, there will be four feet water, from Ripon in to Weſtwick lock. - From Weſtwick lock downwards, which is now the ſubjećt of the principal impedi- ments, I find that in the flate the river then was, viz. four inches water over Boroughbridge dam, there was no more than three feet nine inches and a half water: over the threſhold of the lower gates of Weſtwick lock, fo that when the water is reduced to dam's height, and ſubſided nearly to a level; as in time of droughts muſt: always be the caſe, this, together with the ſoundings taken by Mr. Jeſſop laſt ſummer, convinces me, that in that ſtate of the river, there will not be more than three feet water over that threſhold, I found likewiſe that the places that had been dredged, had, at the time of my view, four, and four and a half feet water ; but that in ſeveral places between and below the places that had been dredged, the river’s bottom was no more than three feet and a half, and in one place, viz. at Rockliff ſhoal (where I originally propoſed building the intermediate dam) there was only three feet three inches, all below to the cut's mouth at Boroughbridge being at leaſt five feet, and in general ſix. feet and upwards of water: hence it appears, as alſo from Mr. Jeſſop's ſoundings taken at the time before mentioned, that in a dry ſeaſon there will not be more than two feet fix inches on Rockliff ſhoal, with a full dam at Boroughbridge, while at all other. places, there will be about three feet. . - - From the cut's mouth to Milby lock...there are ſome impediments, but as it is always: in the power of navigators to remove thoſe, and there being four feet water over the. upper threſhold at Milby, alt dam’s height, I conſider this. CUlt aS capable of complete . four feet water with a full dam. . . * , It ſeems, therefore, that in caſe a three feet navigation in dry ſeaſons, three and a half. feet in common ones, and four feet in open winter weather, will ſuffice, that this may be procured with a full dam at Boroughbridge by lowering Rockliff ſhoal ſix, eight, or, nine inches ; but then, in caſe the miller of Boroughbridge mills ſhould draw his water within head (as in dry times he can very eaſily do) the navigation, as it now ſtands, muſt,. r I 183 I 2. & muſt, at thoſe times, be conſiderably defective, and as the original expedient of building a dam at Rockliff, or any other intermediate dam may not be perfeótly agreeable to the miller at Boroughbridge, he may poſſibly ſee it to be (as it moſt certainly is) for his intereſt to enter into a firm agreement with the navigators not to draw his water within dam, and to prevent its running over and waſting in dry ſeaſons, to fix on a ſett of boards of nine or ten inches broad, which I can engage ſo to make, that they may be ſtruck and removed at any time of flood, and if thoſe are kept in repair at the joint expenſe of the navigation and mill, it will be a real improvement to the mill as well as benefit to the navigation, by giving them ſo much additional head of water when they moſt want it, and the mill will then have as good a latitude in drawing as it now has. If the above cannot be acceded to, then it appears neceſſary either to lay a catch dam acroſs the river juſt below the head of Boroughbridge cut, or to build a lock and dam at Rockliff ſhoal as firſt intended. The former expedient will cure the preſent inconveniences in the moſt effectual manner, becauſe it will render the navigation entirely independent of the mills; but at the ſame time, I cannot take upon me to report, that in caſe the catch dam is raiſed as high as the mill dam (which, as the works are now laid, is abſolutely neceſſary) there will not be a real injury to the mill; on the contrary, my opinion is, that there will be a real injury, which will require recompenſe, and if this recompenſe could be eaſily agreed upon it would be well, but otherwiſe, as it is of ſuch a nature as not readily to be adjuſted by a jury, it appears to me better to ſubmit to ſome extra charge and inconvenience than embark in a troubleſome piece of litigation. The dam at Rockliff ſhoal, as originally propoſed, was intended to raiſe the water two feet, in order to clear all the ſhoals above without dredging; but, as now they are in a great degree cleared, it will be ſufficient to raiſe the water there a ſingle foot and this may be done by a rubble dam ; that is to ſay, by adding to the preſent, and making an artificial ſhoal, ſo as to keep up the water a foot above its preſent ſurface, that is, much about as high as the ſhoals intermediate, between this and Weſtwick, penned the water before they were cleared away. By the ſide of the ſhoal to be made at Rockliff, there muſt be a lock to give paſſage to veſſels, but as this lock need not to be raiſed higher than till the veſſels can go over the ſhoal itſelf, I apprehend the whole of this buſineſs at Rockliff may be done for about £1200, which may be more particularly eſtimated if this mode of relief be adopted. When ~" # I 184. . ] When this is done, and the Boroughbridge cut cleared ſo as to be ſix inches below the upper threſhold of Milby lock, together with the cut above alſo cleared, and par- ticularly the tail cut of Oxcloſe lock, there will be then complete four feet water, with fill ponds in the drieſt ſeaſons: and after the mill at Boroughbridge has drawn down one foot, there will ſtill remain three feet in the Boroughbridge cut, and ſhould the miller then attempt to draw and keep down his water below one foot within dam, as this cannot be with any other view than to diſtreſs the navigation, I would then adviſe to lie in a ſhoal at the head of Boroughbridge cut, which will give him the command of the pond to one foot within head, but will prevent his wantonly drawing it lower. I would adviſe that the navigation ſhould be furniſhed with proper dredging utenſils for making ſuch clearances as can be done without taking off the water, the principal of which is a machine of known conſtrućtion, uſed in the neighbouring river, called a hell rake; alſo a ſett of grooved piles, with proper beams and braces, for readily taking off the water from any cut, ſo as occaſionally to clear it by hand. For want of the former, the head of Boroughbridge cut has never been ſufficiently cleared, and for want of the latter, the filt that has been lodged there in time of floods is obliged to remain: but I am apprehenſive, from the poſition of this cut's head, it will be ſo liable to gather filt, that it will be worth while to have a ſtaunch fixed at the head; by ſhutting of which the water may be readily taken off the cut, and the ſoil, while light, waſhed out by a current of water. . J. SMEATON- . Austhorpe, 9th January, 1772. - P. S. In my report of May 12th, 1770, I adviſed that the three overfalls from the ponds of Oxcloſe, Bell Furrows, and Rhode's field locks, ſhould be made twenty feet in the crown; now the two already conſtrućted above Oxcloſe and Bell Furrow, are not above half that dimenſion; and though they may anſwer the purpoſe in ordinary, yet I ſhall not be ſurpriſed if on extraordinary occaſions, damages are done for want of a proper vent for the water, as well as from the pond from Rhode's field lock to Bondgate green, for want of one being conſtručted on this line; ſomewhat near the tºnnel I apprehend will be the proper place. - - - J. S. - HEWICK * . . . . . ... " . + : \, #34; .* #. ºf - .." 4. - # . . . . . . . #y # *::" . . . - * = . ºf . *#: ." ..., * § º - : - * *-*.* . . . * . - sº ſº). º: ** *s ... • - - * , , , , , . . . . . . . *...*.*.*.*. - - - i, , a . . . .” - - : ' 'x4, - * , - - • . . * - . . . . ." - ‘ſº sº, ... - ** . , , , ... :: *.*, . “ .. ~ : * . . . " f; f - '. ... . . .” tº: - “. . . . N. . . ; *e, … . ; , ; ; ; ; * - - * * * ir '*''. - . . ." . . . . . . .* º - • , º, {- - ,-- k . . . . - - . . - - . ... " ... . • * * ~. * - * ... . . . . . . . -" ..?; r - . ... .º... - ... ' ' – ' - - - y - - . . . ºº' -- * - - - -- - . . º. f** . . . & . - **** ..' … . . - - * - « . - 2,8. " . * * = f J. : : - -t, ". - **, *, - - ,, . " , t”, “ . . . - • 4 - - - - : - \ *. '. - . . . - * - " . " & - - * - - - . ... . . . . . . - - “.. A , 2: ... " . . . . . . . . • *** {... - º - - -- *. t! ; : . . ºr 1 • ' .. ...' . . . . . . - ' ' ... • * : * ~ * “. . . . . . . . . .: *, *, . ... -- " - . . sº. 4. *: ' ' . . . . . .38% • * = . . - * . . . . . . . - ... - - - : - - - . • 2. * . , - - •v. . -- - , * * tº . e * * r -- *** • , - ". . " : - . . . . . . .,,, , , HEWICK BRIDGE, *-* . . . . .”. *** * *... ', " . .” - ". . . . . ºº, , . - rº. * * . . . . 3: . # –– 2 : " . . . . . . ~~~. - . . A . - . - g • . - * ... " To his majesty's justices of the peace assembled in quarter sessions at Knares- borough in the West Riding of the county of York. The report of John SMEATon and JoHN GoTT, engineers. º See plate 5, fig. 5, page 142. GENTLEMEN; g - HAVING carefully viewed Hewick bridge, and the ſtate of the river there, and having confidered the ſeveral points referred to our opinion by your order of Skipton ſeſſions for the Weſt Riding of Yorkſhire, of the 23d of July laſt, we beg leave to report upon the points referred to us, which are as follows: - bridge, belonging to the right honourable lord Grantley, by the current of the water?” - 2dly. How the ſame may be prevented 3dly. From what cauſe the water takes its courſe, ſo as to preſs upon, and waſh away the ſaid field. To the firſt we anſwer, that it appears to us that confiderable damage has been done to the field next below the bridge, on the weſt ſide of the river; and that from the very looſe texture of the ground of this field, being a very deep rich ſoil, it is likely that ſtill greater damages will enſue, unleſs timely prevented by an adequate re- medy; but, in order to point out the remedy with greater propriety, it will be ne- ceſſary to give our opinion previouſly upon the laſt point referred to us, viz; e 3dly. From what cauſes the water takes its courſe, ſo as to preſs upon, and waſh away the ſaid field 2 . . - y Nothing is more common than for rapid rivers, taking their courſe through grounds compoſed of fine deep ſoil, ſuch as that under conſideration, to make depredations • Wol, H. - B b : : upon upon them ſo as to change their courſe, of which very ſtriking inſtances are to be ſeen in the meadows below this and Weſtwick Wath, and this kind of depredation often originates from ſlight, and even from unperceived cauſes ; they are not always manifeſted to common perception, for it often happens that a change made in one part of the river, will be the cauſe of depredations on another, and which, when begun, have generally a tendency to grow worſe, and not to cure themſelves, or to ſtop, till ſome powerful remedy is applied. The forming of the new arches at the two ends of Hewick bridge does not appear to us to have any direét tendency to produce the bad effeót complained of; becauſe the wear or wharfing annexed to the ſouth-weſt land ſtool wall, as originally made, ex- tending to or about ſixty feet in a direét line, appears to us to ſtand in a proper di- rećtion to carry the ſtream of the river away from the part of the land in queſtion, rather than towards it, or ſo as to make it bear harder upon it than before, and the arch at the oppoſite end is too remote to have any material effect as to this land; we find ourſelves therefore compelled to ſeek for the cauſe of the diſaſter from ſome other ſource. According to information given us, there was, formerly, a deep pool below the bridge, and at ſome diſtance a bed of gravel appeared in the low ſtate of the river; at preſent the pool is nearly filled up, and the gravel bed much increaſed in ſize and breadth ; which having a natural tendency to divide the current of the river, will cauſe it, in conſequence, to preſs hardeſt upon the loweſt and weakeſt ſide, which is the very ſpot in queſtion. To this acceſſion of gravel below the bridge we attribute the circumſtance of the water taking its courſe ſo as to preſs harder upon, and waſh away the ſaid field, in a greater degree than formerly ; but from what cauſe the gravel is depoſited here, in a greater degree than it uſed to do, is a further queſtion. It cannot be from the broken ground, becauſe the water's current is in ſucceſſion from the gravel towards the broken ground, and not from the broken ground towards the gravel bed, and the ground altered in opening the arches, at and above the bridge, is far too inconfiderable to produce the quantity; beſides, the fine ſoil there is deep, and does not appear to produce gravel in great proportion, We are therefore obliged to notice that about a quarter of a mile above the bridge, a work has been made by which the whole channel and current of the river has been • sºa. diverted, I 18? I j g} . - "- - - !' . . . . . ; - ‘. . . awºkº, , . . . e. : ºś,” ... º.º. ºść…, sº diverted, and now paſſes altogether through a new cut; which, in gravelly ſoil, and beins worn confiderably wider than it was originally made, arge quantities of gravel have doubtleſs been gradually brought down the river therefºom, ſince its firſt opening: º, in the year 1779, and ſtill larger quantities appear to be travelling therefrom, capable of increaſing the evil we have pointed out. - - s' x * It is to be obſerved, that this cut being a work prior to the alteration of Hewick bridge, it would require a time for the gravel firſt looſened from the new bank and bottom of the cut to travel progreſſively on the bed of the river down to Hewick bridge, and it would be ſome time before the gravel brought down and lodged in the deep pool, below the bridge, would become perceivable. We find ourſelves, therefore, obliged to confider the depredation of the river upon the ground in queſtion, in a greater degree than formerly, and the alteration of Hewick bridge, as contemporary events, and not that the latter was the cauſe of the former, but that the primary cauſe thereof was the making the new cut, and forcing the main current of the river to paſs. through it by a dam made for that purpoſe. . . . * - Laſtly, we ſhall now confider the ſecond point, viz. how the ill effects of the water's preſſing harder upon the ſaid field may be prevented : -- Now it is to be obſerved, that by way of prevention, an addition has been made to the end of the weir before mentioned in the way of a jetty, intended by contraćtion. to remove the gravel bed, and work a channel through it, and thereby to ſave and eaſe the weak ſide, which is the weſt; but by continuing it in the ſame line further out by 120 feet than the original weir, that direction has carried it too much towards the oppoſite ſide, ſo as too much to ſtraiten the river in that place, which, in of time great freſhes, gives it a tendency to ſpread when it quits the jetty, and finding the greateſt declivity towards the broken ground, the ſet of a conſiderable part of the current is almoſt direétly turned upon it, and as the rapidity of this part of the current has made itſelf a deep channel beyond the end of the jetty, this tends ſtill to increaſe its ačtion and preſſure upon the ſaid field. Had Mr. Smeaton been called in before the jetty had been run out from the weir, he ſhould have adviſed to have fortified the curve of the broken ground by lining it with a ſlope of rubble ſtones promiſcuouſly thrown in, and not to have attempted to regain the ground by a jetty. As it is, it may be a matter of conſideration depending upon the eſtimates herewith delivered, whether to carry forward the jetty 420 feet further . 1I] . I -188 J -§ i i in the direétion ſhewn in the plan, (in which direétion about four yards of its extreme end is already turned) or to remove the jetty, and diſpoſe of its materials, ſo as to form a ſlope againſt the broken border, as far as they will go, completing the remainder with freſh materials, as either method we look upon as a likely, and the moſt prac- ticable way to preſerve the ground in queſtion from further depredations. References to the plan, plate 5, fig. 5, page. I42. - THE black line marked BB B, ſhews the ſtate of the ground before 'the bridge was widened. - - - AA, the jetty, 159 feet long. -The quantity of land waſhed away on the ſouth-weſt ſide of the bridge, fince it was enlarged, is one rood thirty-five perches, and it is probable, if ſomething be not done to prevent it, that in time the water may take the greateſt part of the field away. ESTIMATE for lining the broken bank near Hewick bridge with a ſlope of rubble ſtones, according to the method ſuggeſted by Mr. SMEAton, in which caſe the ground will not be gained. g - - . - - - 3 s. d. The length being at present 550 feet, to form a sufficient slope, will contain at an average, 36 s, d three cube yards of rubble to a yard running, that is, it will contain 550 cube yards of stone, which, at 3s. per yard, will amount to , - - - - - 82 10 0 Allow for deposition and contingencies - = - ** = - ..~ * 7 10 0. 90 o 0 t-G The estimate to continue the weir from A in the plan to B, being in-length 420 feet, will cost 130 0 0 By this latter method there is a possibility the ground may be regained. - • ‘ J. SMEaton. * . . John GoTT. ALeeds, 1ſt O&ober, 1782. BIRMINGHAM 3.2 ºz., "... . . . . . ºf " ' " ' ' , ..' . # 6, . . . . .”. 28, : " . . . . . . . . . " ºf , ºf ; : & 1. : 'I' ". . - . . . . . . . . * ... *, *, * . . . . . . . * . . . . . . *ift. - ???! . . . . . - tº . . . . . . . " - , , , ! 2, ". . . - " . . . . , : , ** .*, *** jº ! . . ". - " . . . * * * : A'. **'. ' * , , - ... • *, *, *). - *; . ." % BIRMINGHAM CANAL. *QUERIES by Mr. ColeMoRE, with Mr. SMEATON's answers, concerning the - • . Birmingham canal. - QUERY 1ſt–to ſee if the moderate expenſe.” . . . . . reſent leakage is not to be remedied, and that at a Anſwer.—The preſent leakage is no ways alarming, and nothing more than what might be expečted from the nature of the ſoil through which the canal paſſes for about three- quarters of a mile preceding the preſent termination, when particular care is not taken to prevent it. The ſoil is a red ſand, tolerably firm, while it lies in its own natural bed, and underneath is a red ſandy rock, cloſe enough in the lump, but with open joints that frequently occur. This kind of ſoil is commonly, in ſome degree, leaky at firſt, and more or leſs ſo, and for a greater or leſs length of time, according as proper remedies have been at firſt applied, and in proportion as the water introduced into the canal has more or leſs of the requiſite quality to keep it tight. This kind of ſoil, however, though leaky at firſt, in time grows tight of itſelf; inſomuch, that it would require a greater degree of art to prevent its growing tight, were the percolation of the water through the pores of the ſand for a length of time a requiſite quality. I am of opinion, from what I have ſeen, that the moſt effectual methods have not been taken at firſt; and I am further of opinion, that had a proper uſe been made of the muddy water waſhed down from-the marley and clayey grounds, &c. that do or might be made to fall into the canal in rainy ſeaſons, by being carried in proper quantities through the courſe of the ſame, and diſcharged at or near the termination by means of a ſluice, waſte, over-fall, or diſcharger, ſo as to keep up a conſtant movement at times, when water is abundant : I ſay, had this been done when the canal was opened, and at all convenient times ſince, inſtead of its being diſcharged by an over-fall or waſte, not far from the ſummit, and thereby the water towards the ſaid termination rendered in a great meaſure ſtagnant, I am of opinion that the canal would have, by this time, been rendered ſo far tight as to have been without complaint. . Query 2d.—Whether it is, in its preſent ſtate, conſiderable enough to endanger the navigation ? . - . . . Anſwer, iſ 19C 1 - - Anſwer.-I-do not, in the preſent ſtate of the leakage, think it confiderable enough tC) endanger the navigation, or even to be a great impediment to it, as it appears to me , , that the leakage will be much more than balanced by the lockage water alone, which muſt be diſcharged from this loweſt ſtretch of the canal, by à waſte or diſcharger if not by leakage; and if to this leakage we add the conſtant leakage of water through the locks, and the regulating water, which laſt Mr. Brindley has on another occaſion ſaid may be ultimately equal to the lockage itſelf; I ſay, all theſe things conſidered, it does not appear in any degree probable, that the navigation would be endangered, €Verk. ſuppoſing, what I can by no means admit, that it were always to continue as it is. Query 3d.—To examine what probability can be aſſigned of the ſame inconvenience attending the extenſion of the canal to New Hall Ring, and if the ſuſpicion of ſuch inconvenience be a fair and ſufficient reaſon for the company to alledge in bar of their being compelled to fulfil their agreement to bring the canal there : - To aſcertain this, Mr. Colemore ſubmits it to Mr. Smeaton to have the ground bored, as Mr. C. wiſhes to have his claim ſupported upon the cleareſt evidence, or to abandon it if he may be called upon ſo to do, upon any principle of equity and fair dealing. - - - - f f - -- - - - - Y *... Anſwer.—Not only from the general appearances, but from pits which I cauſed to be dug in Mr. Colemore's ground, in or near the courſe of the propoſed canal to New . Hall Ring, in order to lay the ſtrata open to view; it appears to me that the ground from the preſent termination eaſtward, to New Hall Ring, is not leſs fit, and much of the ſame nature as that already paſſed through for about three-quarters of a mile pre- ceding, and therefore muſt be ſubjećt to the like leakage, in proportion to its length, (which is under one-quarter of a mile), ſuppoſing it to be executed in the ſame manner: but as I am very well ſatisfied, that the extenſion may be made in ſuch a manner as to be ſubjećt to much leſs leakage at firſt, and to be more ſpeedily ſtopped, I cannot look upon the apprehenſions of increaſing the leakage, as ſufficiently grounded to be a bar to the extenſion, eſpecially when I confider the neceſſary ſupplies above mentioned, as a ſufficient counter-balance, ſuppoſing the part to be made ſubjećt to a proportional leakage to that which is already made. - . . . . Query 4th–To examine whether the termination of the canal, at New Hall Ring, be not equally convenient for the public with any other ? . - • - - Anſwer, f . . . . . ." . . . º. . . ;4 §sº & gº § º §§ º “... . .# º' . . . -- - - pºre tº - * , .) +º ºf *Tºyºº...}}. º. 4: ‘º swa. - - .. # išº * - IAF, , , , , , & “. b • -, 4 . - .. . . . . . . ... º.º. . . .” - ... . . \\ . . . . . . . | “. * - ' ' " . . . * - * -- . . - > . . . . - * : * * - ". . . - > * : . . . . * ... .". . - - - f - .* .-- - º: ; , , , - - - ‘. . . . ~...” . . . . . . . . . . . - T-- - "* . . . . . . . . - - . . . . . . . • - *- . . . - [º 191 l; |-> º • * Anſwer.—This is not properly a queſtion for an engineer to anſwer, who cannot be ſuppoſed to enter into the particular conveniencies attending the commerce of a large trading town in a few days; but from what I have obſerved of the fituation, and have ſeen of the town, I ſee no reaſon it ſhould not be as convenient as any other that has been pointed out to me: but I am of opinion that the greater the number of the owners of wharfs, the better it will be for that part of the trading public, who are not immediately intereſted in the navigation. . . . ." - Query 5th–To eſtimate the expenſe of finiſhing the canal from its preſent termina- tion to New Hall Ring 2 - . . - Anſwer.—According to my eſtimate, the canal may be finiſhed from its preſent ter- ination to New Hall Ring, being 401 yards, according to the meaſure of Mr. Yeoman, for the ſum of £473. Ios. excluſive of the value of two acres of land, which, at twenty-five yards broad, it will occupy, and excluſive of the particular charges that may attend the conſtrućtion of the wharfs thereupon. Query 6th.—To ſee if the ſhorteſt, the moſt expeditious, and the cheapeſt way the company can go from the preſent termination to their own ground, at the brick-kiln- piece, be not through Mr. Colemore's land, which lies on the eaſt ſide of the Dudley road.* Anſwer.—This, I think, can hardly admit of a doubt; for, according to Mr. Yeo- man's meaſures and the plan conjointly, the preſent termination of the canal is nearer to the ſpecific point in the brick-kiln-piece, by way of Mr. Colemore's land, than by the other tračt marked through Mr. Farmer's land, by a difference of 292 yards, and the length of tunneling will be leſs than half as much. The prac- ticability of doing it either way, I think, is not to be doubted, but which may prove eaſieſt length for length, I apprehend, cannot be certainly known but by executing them both : ſince, therefore, the chance of unforeſeen difficulties is equal in the ſame length either way, the ſhorteſt runs the leaſt riſk of meeting them; and, upon equality of ground, the expenſe and time will be leſs in proportion to the diſtance. A ſhorter line may, indeed, be drawn from the preſent termination to the brick-kiln-piece, through the gardens and grounds of Mr. Baſkerville, without touching Mr. Colemore’s, but, I apprehend, this will not be found eligible on account of damages; and, upon the ſup- poſition that the company are to carry the canal to New Hall Ring, then the diſtance through & - - - s .#}. , gºff; t h ... . - —º up - K. : “S - - º • , * * - $. • , *** N. through Mr. Colemore's land, will. be as near as any that can- be drawn through Mr. Baſkerville's. * . . . . . . . . . . . . . . . . . . . . . Query 7th—whether it is not probable the company would at preſent prefer this di- rection, if they had it not in view to prevent Mr. Colemore from making any ad- vantage by wharfs and warehouſes, and to engroſs them wholly themſelves Anſwer.—What may be the reaſons why the company would avoid coming into any " part of Mr. Colemore's grounds, is not eaſy for me to ſay with certainty ; but ſo far as- I am enabled to judge of the matter, it carries that appearance, and ſo I muſt imagine, till the company are pleaſed to explain themſelves otherways in a manner more ſatis- faćtory. It may, indeed, be alledged, that though this paſſage to the brick-kiln-piece is nearer, and can be done at leſs expenſe than by the other line, yet, where done, that the diſtance from the point of departure common to both is leſs by: the latter than through Mr. Colemore's : and, according to Mr. Yeoman’s mea- ſure, the difference will be 114 yards, reckoning both ways from the ſaid- point ; but then there will be double the length of tunnel, viz. about ſix chains through Mr. Colemore's, and at leaſt twelve the other way; and I look upon a tunnel to be ſo great an impediment to the paſſage of veſſels, when they are going in contrary di- rečtions, eſpecially near wharfs, where they are often crowded, that the hindrance and loſs of time will, upon an average, amount to far more by the increaſe of length of tun- nel, than can be ſaved by a difference of diſtance of 114 yards: an under-ground tunnel is in ſome places an uſeful expedient, by ſubſtituting a leſs evil for a greater; yet it is Ítill an evil always to be avoided, where it can... Query 8th.--To confider if the canal be continued to New Hall Ring, whether the ground on the lower ſide of it would be hurt for building by the leakage 2 - Anſwer—I am well ſatisfied the extenſion of the canal may be performed in ſuch a- manner, that there will be no leakage hurtful for building, as what may happen may eaſily be carried off in proper drains. . Query 9th-To eſtimate the expenſe of making a brick ſide drain-to carry off ſuch . leakage * - - Anſwer.—I apprehend this is impoſſible to be done, becauſe, on the ſuppoſition of leakage, it will be proper to make the drains according as the leakage happens to break- out, and I do not apprehend the places can be aſſigned beforehand. • [ 93 1. Query 10th.—To confider if any riſk to the whole navigation can be incurred by ex- tending the canal from its preſent termination to New Hall Ring, and whether any, or what ſecurity, need be given the company againſt ſuch riſk, if Mr. Colemore were to con- tinue the canal on his own account 2 - Anſwer.—The extenſion appears to me to be attended with no difficulty, but what oc- curs in daily pračtice. H cannot admit of any riſk to the whole navigation in the carrying the ſame into execution. I, therefore, do not ſee that any ſecurity can properly be ex- pećted. No human judgment is infallible, and ſhould any thing of ſo extraordinary a nature happen, as abſolutely to require it, the ſame juſtice of parliament which may oblige the company to extend the canal, will, on a ſimilar application, enable the com- pany to ſhut it up again: but if works were to have a negative upon them by the prof: pećt of chances ſo remote as this, it would be impoſſible to do any thing in the way of artificial navigation. - vol. II. C c - Tø. I 194 1 To the committee of the Birmingham canal. The REPORT of JoHN SMEATON, engineer, upon the several matters referred to his inspection and opinion by the said committee, at a meeting held at the navigation office, at Birmingham, the 9th and 10th of October, 1782. ' - - - - - HAVING, in conſequence of your directions and inſtrućtions, viewed the general ſcope of ground cccupied not only by your preſent canal and navigation works, but alſo ſuch further extenſions, additions, and improvements, as you have had in contem- plation ; being on this view attended by your own engineer and ſurveyor, Mr. Bull and Mr. Snape; after full conſideration, I am now in condition to anſwer ſome of the moſt material queſtions that you have done me the honour to refer to my enquiry. In acquitting myſelf of this buſineſs, I find myſelf enabled to do it by taking the main body gf your enquiries together, rather than by making anſwers to each ſeparately, for by this method I ſhall be able to weave into one piece the whole bulk of matter that you have laid before me. Your leading enquiries are, whether the courſe of the preſent undertaking, or the in- tended extenſion from the Wedneſbury branch to the coal mines, with the ſeveral colla- teral branches, can be improved : Having carefully viewed the ſeveral lines of extenſion pointed out to me, as well that leading from the New Hall branch, in the environ of the town toward Deretend and Bordſley, as that from the Wedneſbury branch toward the collieries; I find the whole very judiciouſly and carefully laid out, ſo as to condućt the navigation in the beſt man- ner towards the ſeveral points propoſed ; and the means pointed out of returning the water by a tunnel from this low level, into the branch of the Wolverhampton canal, that is extended to Oker Hill by means of an engine there, will be very effeótual, and attended with beneficial effects upon the whole navigation, as I ſhall more particularly ſhew hereafter. - In going over the ſeveral lines of this buſineſs, it forcibly ſtrikes me that the principal leading hinge upon which the whole, both primarily and ultimately, muſt turn, is the procuring [ 195 procuring a ſufficiency of water, not only for ſupplying the extenſions you have pro- poſed, but for upholding and ſubſiſting the navigation as it now ſtands, and in reſpect whereof the ſeveral claims made upon you by the millers, for reſtitution of the water in- tercepted for the ſupply of the canal, appears to me a very ſerious buſineſs; for as the value of all mills and ſtreams of water capable of turning mills, which can be employed in the very extenſive manufaātures of this country, are very great in themſelves, and alſo neceſſary powers for the very exiſtence of the manufacturers; it therefore is not very eaſy to make a compenſation in money that will be adequate to the thing taken awry: beſides, as the water taken away from the firſt, or any given mills upon a ſtream ſucceſ- ſively, turns the ſucceeding, the whole ſtring of mills in ſucceſſion have their reſpećtive claims upon you, ſo that the making the due and adequate ſatisfaction to them all, in their proper and proportionable degree, would be in a manner endleſs. This, in a great meaſure, appears from the memorial of the gentlemen concerned in the mills of Aſton brook, delivered to you gentlemen of the committee of the Birming- ham canal, and bearing date the 28th of March, 1782, the matter of which memorial, though deſired by you to be conſidered by me in the light of a ſecondary, buſineſs, yet. naturally leads to matter that appears to me the primary; and more eſpecially as Fºunder- ſtand that a ſimilar demand has been urged by the gentlemen concerned in thoſe mills, whoſe waters fall into the river Tame from the weſt ſide of your ſummit; and which claims in proportion to their value, that is, diſtance from the ſeats of manufaāture, are: undoubtedly capable of being ſupported with equal juſtice and propriety. It appears then to me, and is plainly ſo underſtood by the gentlemen who delivered the memorial above referred to, that you have no right to any water for navigation. without recompenſe to the mills, but either ſuch water as you can collečt into your reſervoirs in ſuch rainy ſeaſons, when the mill ponds are overflowing, and the mills- fully ſupplied, or ſuch water as is drawn out of the bowels of the earth from the mines, , which had not previouſly made its appearance in ſprings upon the ſurface ; and, upon this footing, the ſecuring of an adequate ſupply of water at all ſeaſons, becomes a mat- ter of the firſt import, not only to the ſucceſs of any extenſions that may be thought. proper, but for ſecuring a continuance and permanency to the preſent lines of naviga- tion. I will, therefore, now endeavour to inveſtigate and lay before you, 1ſt. The ſupplies of water that your preſent canal ſhould take, according to calcula- . tions I 196 l'. tion ; 2diy. The quantities that were ačtually conſumed during the dry months of the ſummer 1781, and from thence deduce the quantity of regulating water that was ačtually conſumed, with other uſeful dedućtions, ſhewing how the neceſſary quantity of waters. for the maintenance of the whole, is to be maintained and ſecured. . . . . . . 1ſt. The length of your preſent lines of canal, taken together, is 27# miles; this, at the mean breadth of thirty feet, gives a ſurface of 4,316,400 ſquare feet. The ſoakage and evaporations in dry ſeaſons, I have uſually computed at the loſs of one-fifth of an inch per day in depth, which, upon the whole ſurface as above, amounts to 71,940 cube feet: but as we have not ſo diſtinét an idea of high numbers, as thoſe of a ſmaller denomination, it may be more commodious to reduce our meaſures to that of the or- dinary meaſures of the canal locks ; which, according to my computation, at fix feet deep, contain 3,388 cube feet, which, for a round number, call 3,400; then 71,940 will contain 21-##, which per week will amount to 148#; ſay, for ſoakage and eva- poration of the canal per week, 150 locks-full. - - According to the account of the four ſummer months of the preſent year, viz. June, July, Auguſt, and September, there have paſt the ſummit about 25o boats per week, loaded and empty; thoſe would generally require two locks-full to a boat: ſometimes, indeed, they would paſs alternate, ſo that two boats would paſs with a lock-full 3 that is, reckoned for each ſide the ſummit, the amount would be a lock-full to a boat; but as this only ſometimes happens, to allow for unavoidable waſte, we may fairly reckon two locks-full to a boat: the expenſe, therefore, of lockage through the ſummit may be called 500 locks-full per week, 1ſt. The lockage of the Wolverhampton branch into the main trunk of the Stafford- ſhire canal, is eſtimated at twelve boats per day loaded, and as many empty, that is, twenty-four locks-full ; but the loweſt lock at Autherly being a ten feet riſe, will ex- pend the ſame water as if they were all ten feet locks, and which will be equivalent to forty locks-full of ſix feet, ſuch as the reſt are, that is, 240 per week. The account, therefore, with other intervening locks, will ſtand thus:- To lockage of vessels through the summit per week, gº cº º - 500 To ditto by the Autherly locks into the main trunk, - a 240 Total iockage per week, 2 . - - 740 The z’ I 197 l • . flocks-full. Brought over . 740 The soakage and evaporation estimated at - - i- - 150 Leakage of locks-full per day, in each string, viz. one on each side the summit (one of which will supply the Wednesbury branch also), that is, eight per day, - tº- 56 Leakage of Autherly string, four ten feet locks will be two and two thirds more than common locks-full per day, that is, per week, eighteen and two thirds, say jms 19 Dead stock, or regulating water, sº wº dº 226 Total supply per estimate, • • º 965 ºmsºmº, 2dly. The ſupplies that furniſhed this buſineſs in the dry months of the ſummer, 1781, were as follows: - Locks-full per day. The company's new engine at Smethwick, & : ſº • Aºs 565 Litto engine at Spon lane, º tº sº tº gº 415 . . - tºº. 980 - * * Locks-full. Butts. The spring near the lock office, called Hadly's spring, gº sº 1 1 The springs, called G. Smith moor springs, tº • º 7 3 The Rood End springs, $º º & 3 - 46 O Crosswell springs that feed Hill's mill, - tº a • - 115 6 170 ... --> - 1 150 1. Lord Dudley's old engine, As - º sº Cº 127 2. Brown and Co. Coastly moor, ſº - gº º 54 3. Bloomfield, the patent engine, - • º • *4. 4. Wilkinson's, at Bradley moor, : º º "Gº 26 5. Capon field new engine, __º Cº. º ſº I 5 Penn and Co's. tº • - - • º 75 Lane's, * s - tº a {- ſº * 33 Tomkey's, tº- gº ºp tºº tº ſº 53 Catchem moor, - • - º, gº - I9 ~ : * - . - prºmº 478 1628 But in this period, the canal had lost so much in depth, that the vessels could only go with *ºn burthens of seventeen tons, instead of twenty-four; so that having lost full twelve inches in depth, it would be expending from itself at the rate of, per week, sº 73 Total of the supply, * * 17OI N, B, The [ 198 I N. B. The Thimble mill water and springs that used to be taken in to supply the great reservoir during this time were turned down to the mills; and hence it appears, that of the above supply, amounting to . 1700 locks-full per week, only 170 of it was natural water supplied by springs, which is but one-tenth- part of the whole, had the others been taken in, viz. - - Locks-full per week. The Thimble mill springs, - es -- - * - . - * 45 Hanson's pool springs, * † - cºſ º – tº-e 23 . 68 To which add the western springs, - ~ 170 as before • The whole of the springs, tº . 238 would make ... but about one-seventh of the whole supply. - . - - º ſ . J 3dly. From the two preceding ſtatements we may draw the following: Locks-full per week. Water furnished by springs, Gº tº lº sº gº • Uº 170 Ditto by colliery engines, « . ( > gº ºn 478 by loss of depth upon the whole surface of the canal, nº • 73. Total of new water supplied to the canal per week, º º tº . 731. From which deduct the known consumption that never returned, viz. by lockage to Autherly, tº º tº - gº • - tº * 240 . By lockage of the Wednesbury branch, at one boat per day each way, will be 12 - The known consumption that never returned, gº tº * - 25%: The real weekly consumption of regulating water expended in the several ar- ticles of evaporation, soakage, leakage of Rocks, and waste, • - 469 The regulating water, as by computation preceding,.. * : gº * ~ * 225 Weekly expense of regulating water more than computation, tº - 244 Hence it appears, 1ſt, That the weekly waſte of dead ſtock, or of regulating water, is full double to the computed quantity. 2d, That the real quantity, 469, is almoſt. equal to 500. The quantity computed for lockage of the ſummit. 3dly, That the quantity of ſpring water actually taken in, viz. 17o locks-full, was not one quarter of 721, the quantity of new water wanted, beſide the return of the company's engine, and had the whole of the ſprings been taken in, it would not have amounted to one-third ef the whole ſupply of new water, * - - [ 199 l The quantity therefore produced by nature appears very inadequate to the ſupply of ‘this canal in dry ſeaſons; and therefore it is not to be wondered, that before the com- pany’s engines were built, the navigation was totally ſtopped in dry ſeaſons for want of waters. . . tº - . : For with reſpect to the two reſervoirs, they could afford no aſſiſtance in the caſe, as they would be exhauſted before the pinch of the ſeaſon came on, as we ſhall ſee muſt be the caſe, on comparing their contents with the weekly wants above ſtated. The great reſervoir at Smethwick, is computed to contain 1514 locks-full when full, but as I am informed, if full by the winter’s rains, it will have loſt eight feet of its top water, by the time it is wanted; but ſuppoſing it to loſe only ſix feet, it will then contain but 621 locks-full : the reſt of the reſervoirs I underſtand hold water, pretty well, and their capacities are computed as follows: - . . Locks-full. 4th. Great reservoir at Smethwick, after losing six feet at top - - 621 Little ditto, near Mr. Hansom's - '• Ǻ - - I 00 Titford reservoir - - tº º - - - * . - 500 Whole content of all the reservoirs 1221 Hence, if the company's engines were laid afide, and the ſummit to be ſupplied from the reſervoirs at the rate of $oo locks-full per week, the whole, with allowance for leakage, &c. ariſing in this part (viz. fifty-ſix per week, as per firſt ſtatement) would be conſumed in fifteen days nearly ; and with the aſſiſtance of all the ſprings coming in during the time in aid, the whole would be gone in three weeks, and then the canal would be left to ſubſiſt upon the ſprings alone in the manner before ſtated, and ſuch caſual ſhowers as do not commonly happen in the four dry months of the year, to be of much ſervice to ſuch an extent of navigation. - From what precedes, it plainly appears how very inadequate not only all the ſprings, but all the reſervoirs are, towards an effectual ſupply of the Birmingham canal with water: As it therefore muſt in a great meaſure depend upon artificial means, and as there do not appear to me any, but the ſame artificial means of reſtoring the water of the ſprings to thoſe mills from which it is intercepted, it ſeems by far the cleareſt way, to diſmiſs all the waters of the ſprings, and ſuffer them again to take their natural courſes: for though ſome advantage might be made in uſing thoſe ſpring waters for clockage from the ſummit each way, and a method may be pointed out, whereby preciſely I 200 1 preciſely the ſame quantity of water may be let out from the level canals, extending from the foot of the Smethwick locks each way for the uſe of the mills, that was taken in at the ſummit; yet as I know no means of effecting this, but by a continual attention to the water gages, that muſt be conſtructed for this purpoſe, ſo that in all the variation of the influx, that of the efflux may be regulated conformably thereto; yet as a miſapplication will always be in the power of the perſon attending, ſo as to give the mills either leſs or more than their due, this of courſe will often prove un- ſatisfactory; and as it appears, that the whole of the ſprings are ſcarcely one-third of the water wanted, and not one-fourth of the water raiſed by the company’s engines, what ſupplies the two-thirds may juſt as well ſupply the other part; for when an engine- or engines are once eſtabliſhed, with proper perſons to attend them at all times, as appears to me indiſpenſably neceſſary, there is only the trifling difference in the quantity of coals neceſſary to do the whole work, or two-third parts of it. We are now led to remark, that though engines can return the water from the Iower level to the higher, ſo as to anſwer the purpoſe of lockage, and leakage of locks, yet ſince the returning engines cannot create water, what is loſt by evaporation and ſoakage. muſt be a ſheer loſs, that muſt be made good by the introdućtion of new adventitious. water, to fupply the place of what is gone: but towards the fund of ſupply, the water of the ſprings cannot be applied, becauſe what ſinks into the earth, and mixes with, the atmoſphere is loſt to the mills, as well as to the navigation, and if to be ſupplied elſewhere, or otherways, what will ſupply the mills will ſupply the navigation. It has been already ſtated, that the quantity of regulating water, or waſte of the dead ſtock weekly, amounts to 469 locks-full, which, together with what is neceſſary for the lockage to Autherly, and down into Wedneſbury branch, viz. 252 locks-full more, make the whole amount of new water into the Wolverhampton canal, to be 721 locks-full per week. .* Now it has been remarked, that the 469 locks-full of regulating water, ačtually loſt, being full double of what might be expected according to my ordinary computa- tion thereof, this is a reaſon why the more ſuſpicious parts of the canal ſhould be ſearched, in order to try to ſtop the leaks : yet as the quantity of ſoakage depends in a great meaſure upon the nature of the ſoil through which it paſſes, and though in making a computation for the ſupplies of a canal, as the loſs by ſoakage will always be ſomething, and in ſome ſoils may be a very great quantity, and therefore ſome kind of allowance muſt be inade for it; yet as it is out of all human power to foreſee Ojº I 201 || or ſay before hand, what it will be in the particular caſes, in this reſpect when a canal is made, calculation muſt ſubmit to the experience of the particular fituation, and therefore when the fact greatly exceeds the computation, it is, as has already been faid, a good reaſon for looking out and examining : yet after all, any difference that we may find, may be owing to the nature of the ſoil; and indeed, when we conſider that many parts of the Wolverhampton canal, in paſſing through the colliery grounds for conſiderable ſpaces together, paſs over thoſe from under which the coal has been worked, and in ſeveral places the canal actually let down, ſo that the ſides need raiſing to an additional height, on that account we are not to wonder at extraordinary leakages; nor even if it ſhall prove, that theſe extraordinary leakages are incapable of remedy; ſo that a canal in ſuch a fituation, being ſubjećt to theſe derangements, I cannot hold it in a ſafe fituation, unleſs it can command a conſiderable redundancy of water beyond all calculation. * For theſe reaſons we cannot reckon a leſs quantity of new water neceſſary to uphold the navigation in its preſent ſtate, than what we now find, viz. . ; * dº tº º - 721 There will remain for löckage to the lower level - 162 but as this will only lock eighty-one veſſels, it is plain this is not to be ſecurely done without a returning engine, to lift the water back into the Wolverhampton level; and for this purpoſe nothing can be better adapted than the propoſed ſituation at Oker Hills. which will in reality be attended with ſeveral material advantages. This propoſed extenſion, with its branches, will meaſure about ſeven miles, which being about one quarter part of the preſent canal, will require for its evaporation and ſoakage waters about one quarter part of what the preſent canal requires, which being computed to be 469 locks-full per week, one-fourth of this will be 1 17 locks- full per week; but the overplus being 162, it appears that there will be a ſupply of regulating water for the canal, in this firſt inſtance, and ſomething to ſpare for lockage. And when collieries are opened upon it, being intended for their imme- diate ſervice, they can think it no hardſhip to ſubmit to a clauſe, obliging them to turn all ſuch engine water into the canal as is delivered above its level, and that the com- pany be at full-liberty to lift all ſuch into the canal that they ſhall judge proper, and in conſequence it is not to be doubted but that a quantity will be procured, not only fully adequate to the regulating water of this extenſion, but which, by means of the engine at Oker Hill, may be brought in aid of all ſuch deficiencies as may happen: upon the preſent lines by the working out of the collieries now there; and thus the whole work be permanently eſtabliſhed. y Reſpecting the expediency of a new canal. A new canal being ſaid to be at this time in agitation, propoſing to take up coals. {rom the ſame diſtrict of country, between Wedneſbury and Oker Hill, where the - Wedneſbury. [ 208 I Wedneſbury extenſion of the Birmingham canal is propoſed to paſs, and to condućt them by a different paſſage to the ſkirts of the town of Birmingham, near Deretend; and from thence away to Fazely, to join the line of the propoſed canal, from the main trunk of the Staffordſhire canal, at Fradley Heath, to Coventry, and ſo to Oxford: As a perſon conſulted by you, it will be proper to ſubjoin ſome remarks upon the opera- tion and expediency thereof. ' - And in the firſt place I muſt obſerve, that what may be the neceſſity or expedi- ency of conveying the Wedneſbury coals to Fazely, that is, to the line of the Coventry canal, or the profits attending ſuch conveyance, I pretend not to judge; but, whatever they might be, conſidered in this ſingle point of view, they will undoubtedly turn out to be the greater, by the work itſelf being done upon the moſt direct and pračticable line, and at the leaſt expenſe, this being the obvious way to make a pro- dućtive ſcheme. - What the line may be that I am told is in contemplation, I cannot completely judge of till the propoſers have publiſhed their ſcheme, but this I obſerve, that the country lying between Wedneſbury and Birmingham, after quitting the valley of the river Tame, in order to get thither by way of Aſton, &c. is very uneven, not naturally adapted to the courſe of a canal, nor yet ſuch as that a canal can be adapted to it without incurring very large extra expenſes; whereas, upon ſuppoſition that the principal objećt is to make a navigation from Wedneſbury to Fazely, nothing can be better adapted in point of ground, through ſo long a courſe of country, than to purſue the courſe of the river Tame, which might be done either by condućting a canal by the courſe of the river's valley down to Fazely (in the whole courſe of which there ſeems nothing material to hinder) or by making the river itſelf navigable; or perhaps by what will be found the moſt eligible, pračticable, and cheapeſt mode of all, to do it partly by one and partly by the other; that is, to make a canal where the river does not ſuit, and to take the river where it does. To do this by way of Salford bridge (about three miles from Birmingham) there is no natural impediment, on ſuppoſition of a competency of water. - - But in lieu of a propoſition ſo plain and evident, to take the canal out of the valley df the Tame, through every impediment, and by a much longer courſe, to the ſkirt of the town of Birmingham, and then from thence to return back into the valley of the river Tame to go down to Fazely, can certainly be intended for no other purpoſe than that of ſharing the profits with you, that ariſe from the carriage of coals from the [ 209 | the diſtrićt of Wedneſbury, for the ſupply of Birmingham, in which article I would pre- fume that the greateſt part, if not the whole of the profit of your undertaking conſiſts. When it is conſidered how many canal ſchemes have been abortive, how many more have fallen ſhort of paying common intereſt of the vaſt ſums of money expended upon them, in proportion to thoſe few that have ſucceeded, ſo as to become profitable ; and when it is further conſidered, that the few which have ſucceeded, have been ſucceſsful in conſequence of ſome favourable circumſtances occurring, either wholly unforeſeen, or not ſeen in the light of the capital articles of profit, which they have afterwards turned out, we muſt conclude, that were it not that ſome have proved ſucceſsful, the ſpirit of canal making that a few years ſince even raged amongſt us, would be wholly extinét, and the public be deprived of the advantages further to be derived from this kind of enterprize, by which it is already found to be ſo largely benefited. For if in thoſe ſucceſsful caſes, the proprietors are by an act of legiſlature defeated in the profit. they have ſo dearly earned by a partition, the whole of the real motive for this kind' of enterprize will be totally aboliſhed; for in caſe it were poſſible in reality to turn out a ſufficient inducing profit for two, a third has an equal right to thruſt in, and after that a fourth upon the ſame principle. A canal has been granted running parallel to a former eſtabliſhed navigation, but then it was where expedition and cheapneſs of carriage were not only offered, but in- fured on terms not even in any degree met by the old eſtabliſhment. A canal, in a ſimilar ſituation, has alſo been refuſed, though propoſing greater expedition and lower terms of carriage; but the pračticability of materially lowering the carriage, con- ſiſtently with the neceſſary profit to keep the works alive, not being fully proved ; and the whole propoſition being met by the old proprietors on reaſonable grounds, it was judged better fully to eſtabliſh one, than put them both to hazard: and in both theſe caſes, the water poſſeſſed by the former navigation was held ſacred, though each of them had a large river for their ſupply. Much more might be ſaid: upon the above heads, and painted in ſtronger colours; but it comes more within my province to ſtate the mechanical difficulties that ſeem to me likely to attend the eſta- bliſhment of a double navigation in this place. It is principally to be remarked, what has already been clearly ſhewn, viz. that the Birmingham canal, not only is now, but of neceſſity muſt be in future, ſupported by artificial means ; and that this canal, independently of any one article of buſineſs done upon it, requires ſupporting with a dead ſtock of water, whoſe weekly conſumption, or waſte, amounts to no leſs than 469 locks-full per week; and that to do their buſineſs Wol. II. Ec upon’ [ 2 Io. I upon the preſent eſtabliſhment, they neceſſarily require (beſides the return of almoſt 1ooo by the company's engines) 2.52 more, making in the whole, 721 locks-full of new water; that the whole quantity the Birmingham canal can readily command, does not exceed 883, and that is no more than neceſſary to have a reaſonable ſecurity of having enough : yet, ſuppoſing us to calculate to a ſingle lock-full (a taſk I can by no means engage to perform) - . . . . . - . - - - - - - Locks-full per week. . The exceedence here will be only wº * tº • - - 162 To which, if we add the only water that would turn off from the engines, that necd not be taken up at present for the supply of the Birmingham canal, viz. Aston and Co., Dall's hole, and Barber's lower engine - - " - - . 116 | The whole amount of overplus would be no more than — 278 Now, if a canal of equal extent with that of Birmingham, or greater, were executed, we muſt expect it to require as much, or more regulating water, and lockage water, in proportion to its buſineſs. It therefore appears, that if after the Birmingham. canal is barely ſupplied, there is not much above half as much regulating water as it: muſt reaſonably be expe&ted to want; and if the new canal finds means to procure a part of that water which would have been drawn out of the earth, and fed the pre- ſent canal, then there will be two companies depending upon the ſame joint ſtock of water, and there not being enough for both, the conſequence would be, that both would greatly ſuffer: for if a new canal be ſupplied with 278 locks-full for regulating water, that ſhould have 469, there will be a deficiency of 191 locks-full ; and if only half of. this deficiency were dedućted from the old canal, ſo as to create a deficiency of ninety-five •. locks-full per week, the very ill effect that muſt neceſſarily attend, this will appear from what was experienced in the ſummer of 1781, for the want only of ſeventy locks- full more than they were then ſupplied with, had reduced them a foot in depth upon the whole canal, and obliged the boats to go with ſuch ſhort loadings, that three boats were employed to do the buſineſs uſually done by two ; and had they been deficient ninety locks-full per week, the navigation muſt have been wholly ſtopped for want of depth of water in the canal, notwithſtanding the power of the company's engines to return the lockage water. - It further appears, that the new canal muſt be in the ſame predicament reſpecting the being ſupported with artificial water, as the preſent one ; for it cannot be ſuppoſed to acquire any more right over the mill waters, without reſtitution, than the other ; and therefore the out-burſt waters of the Broadwater colliery waſte cannot be applied in aid of the new canal without the ſame inequality and injuſtice as to the preſent. Oſlº. . *. ** { 211 || - - O one. It may be ſuggeſted, that as new collieries will be opened in conſequence of a new canal, new waters will be raiſed by thoſe new collieries towards its ſupply ; but as the conſumption of coals at Birmingham, can only be of a limited quantity, the queſtion will be, whether they can be more effectually carried by two canals than by one, that is, when they are both to ſubſiſt upon the ſame original ſtock of water A certain produce of coals, or, if I may ſo ſay, a certain number of collieries, are ſufficient for the ſupply of Birmingham : if new collieries are opened upon the new canal, the ſame number leſs will be opened afreſh, or continued upon the old; the water therefore drawn, that can be brought to ſupply the old canal, will be diminiſhed by the quantity brought into the new, and ſince the regulating water of the two canals- will be doubled, and without carrying a coal, will be nearly equal to the quantity that will effeótually ſerve the old one in the higheſt ſtate of buſineſs in ſhort water ſeaſons;. it therefore follows, however paradoxical it may at firſt fight appear, that one canal may do a great quantity of buſineſs with the ſame water that would barely ſupply the waſte of two. It perhaps may be urged by thoſe who would favour the new ſcheme, from a ſlight confideration of my eleventh ſtatement, which is intended to ſhew, that 1737 locks- full per week, is the utmoſt that can be obtained by an entire ſweep and command of all the waters in the country which can be brought to bear, that is, without pay- ing any regard to the rights and uſes of mills now eſtabliſhed; and therefore that this quantity divided between the two canals, that is, 868 to each, will be almoſt as much as I have recommended at preſent to be taken in, as a full ſupply for the now ſubſiſting canal, viz. 883, as per ſixth and eleventh ſtatements, and more than 721, which I have aſcertained to be the preſent neceſſary ſupply of it; yet when all the waters. are dedućted out of that account, that are either perfeótly problematical, or already appro- priated to working mills (which I apprehend to be fully as uſeful to the manufactures. of the country as the canal itſelf) the overplus remaining will not exceed 278 locks- full, as before ſtated, even when the Birmingham canal is reduced to the bare ſubſiſt- ence of 721 locks-full per week. ... . . . . . - - . How very hazardous it muſt be to the preſent ſubſiſting undertaking to be circum- ſcribed in ſuch a narrow manner, which, going over many tracts of hollow grounds, that now contribute to make it take double the quantity of regulating water that it might be expečted to do, and which will every day be increaſing, muſt appear to: every judicious perſon; and if it be further conſidered, that beſides the 721 locks-full aſcertained I 2.12 1 aſcertained as above, and alſo, that there is a neceſſity for the company’s re- turning engines, which raiſe no leſs then 98o locks-full, making in the whole 17oo locks-full per week, equal or nearly upon to the full amount of the whole country's produce, it will clearly appear, that if even this whole produce were divided between the two undertakings, that the new one would have an equal neceſſity to apply to returning engines, and as theſe would be neceſſary in the firſt inſtance, they would very greatly embarraſs an infant projećt. ... ', Having gone this length, I conclude, that it muſt appear to every judicious perſon who conſiders and weighs the above ſtatements and premiſes, that the part of the country in queſtion does not in reality afford the quantity of water whereon to ſubſiſt two canals, even after all artificial means are uſed, with the beſt management of the water that nature produces; and furthermore, that which is likely to be fully ſufficient for one, will be an apparent ruin to two ; nay, even if the ſcheme were confined to the ſingle purpoſe of carrying coals to Fazely, as above pointed out, which, though it would no ways interfere with the preſent company in point of trade, yet as the regulating water that it muſt ſubſiſt upon being drawn from the ſame ſources, would evidently put the recourſes of the preſent canal in obvious and imminent hazard. I muſt therefore conclude with ſuggeſting, that if a canal from the Wedneſbury collieries to Fazely be in reality neceſſary, it can be done to the beſt advantage by carrying forward the new propoſed extenſion of the Wedneſbury canal, by way of Walſal and Shenton to Fazely, which being a courſe as I apprehend ſhorter by more than one half, the quantity of regulating water will be very greatly leſs, and I ap- prehend the additional collieries for this ſervice would be more than adequate to the leakage, but till this courſe is ſurveyed and levelled, I forbear to ſpeak further of it. J. SMEATON. Austhorpe, 16th December, 1782. BUDE [ 213 J BUDE HAVEN CANAL. The REPORT of John SMEAToN, engineer, upon the practicability of a canal proposed from Bude Haven to the river Tamar, at Calstock, in the county of Cornwall. -v- HAVING viewed the country through which it has been propoſed to carry this canal, and remarked the leading circumſtances relative thereto, I have no doubt but that a canal is, phyſically ſpeaking, practicable in the courſe that has been chalked out, and by means of ſuch kind of engines and machines as have been contrived and pro- poſed by the ingenious Mr. Edyvean ; but how far it may be eligible and uſeful in point of expenſe to execute the whole, or any part thereof, or in any other different line or mode, which is the ſubjećt of the preſent queſtion, can only be known by a careful in- veſtigation of the expenſe, when turned in every pračtical point of view. - The county of Cornwall, in general, ſeems but ill adapted for the making of canals acroſs the country, being ſo very frequently interſe&ted with valleys, that to preſerve a level for any conſiderable ſpace between two given points, it becomes neceſſary to go through a vaſt meandering courſe, inaſmuch that in the preſent caſe, where the diſtance between Bude Haven and Calſtock is under thirty miles, the courſe chalked out for the canal, ſuppoſing it to aſcend the ſmalleſt perpendicular between the two ſeas, at a place, on this account, called the Pack-ſaddle, will be above ninety miles in length. The time allotted to look over this extenſive courſe, with its collateral circumſtances, being but ſeven days upon the ground, did not admit of the taking particular ſurveys, levels, and dimenſions; and indeed to have done that fully and ſatisfactorily, would have taken as many months as I ſpent days upon it; but this, in fact, would have been a waſte of time, becauſe to have gone into accurate admeaſurements of ſuch ſchemes, that muſt in all probability be rejećted, when at the ſame time the merits of the queſ- tion are capable of being brought into a narrow compaſs, would indeed be ſpending time to no purpoſe. For this reaſon I have contented myſelf with viewing the general line and face of the country, which, aſſiſted by the aëtual meaſures taken, and obſerva- tions made by Mr. Edmund Leach, who was deſired to attend me upon this view, and who has fince communicated to me, not only the meaſures of lengths and propoſed di- menſions of the canal, but many other judicious obſervations on theſe grounds, aſſiſted - - by T 214 by my own experience, of the probability of what is likely to happen in the execution of ſuch a kind of work in a country ſo conſtituted, I have been able to bring together into one view comparative eſtimates of the different modes that appear to me the moſt likely to take place in the preſent caſe, from whence it may be judged by the well- wiſhers to, and promoters of this ſcheme, which is the moſt likely to be adapted to the capital that is pračticable to raiſe, and which is moſt likely to pay intereſt for the capital ſo advanced, or what is, as I apprehend, the ſame thing, likely to be, upon the whole, the greateſt advantage to the country; and if it ſhall appear that any of the five modes that I have particularly inveſtigated, ſhall be eligible to be put in execution, then I would recömmend the tračt ſo choſen to be more particularly and carefully ſurveyed, levelled, and dimenſions taken, from whence an eſtimate may be made of particulars that may be expected to come ſomewhat near the real expenſe which will be incurred, and as I appre- hend, that, in any of the ways, an amendment of the aët of parliament will be required, I have, therefore, ng ways confined my views to the limits thereof. The materials that I have chiefly made uſe of from the communication of Mr. Leach, are as follows: 1ſt. The meaſures of lengths of the different diſtriás or ſtages, upon the line of the canal, as he meaſured them, being in the whole, according to his original ſurvey from Bude Haven to Kelly Rock, upon the Tamar, in the pariſh of Calſtock, ninety-one *e miles, • * . , ' • 2d. The dimenſions of the canal propoſed, viz. twelve feet bottom and four feet deep, digging from three-penee to fixpence, but at an average four-pence per cube yard. - - - - 3d. The value of the lands, which he obſerved to be at various prices, worth from five ſhillings to forty ſhillings annual rent, and averaging the quantity of each ſort, with the quality, he makes the value of the whole at fifteen ſhillings per annum ; which, at thirty years purchaſe, will be twenty-two pounds ten ſhillings per acre. - 4th. The quantity of ſand and lime likely to be carried annually upon the canal, wherein he obſerves, that the diſtance between Bude Haven and Kelly Rock, in a right line, according to Martin’s map, is twenty-eight miles, and he ſuppoſes that an equi- valent ſurface to that of five miles on each ſide this direét line, that is, a ſurface of twenty-eight miles long, and ten miles broad, will receive benefit from this canal; in - - conſequence, 2.1 5 I. conſequence, 179,200 acres of land will be concerned therein, of which he ſuppoſes one- twentieth part, that is, 8960 acres yearly, to be broken up for tillage. He ſuppoſes further, that one half of this, viz. 4480 acres, to be manured with ſand, and the other half with lime, and that the value of the carriage of each may be eſti- mated upon what it is at Launceſton, which is nearly half-way between the two ex- tremes. . - - tº That the uſual quantity of Bude or Widemouth ſand, to an acre, is ſixty horſe ſeams, and weighs about eight tons, which coſts in land carriage to Launceſton three pounds, but he allows ten tons to an acre and one-third, which is nearly the ſame proportion. The uſual quantity of lime laid upon an acre is 100 Wincheſter buſhels, weighing about 33 tons, the land-carriage of which to or near Launceſton is one pound ſixteen ſhillings, this will be ten tons to three acres. Upon theſe foundations, which are ſufficiently diſtinét, and of which every gentleman will be enabled to judge, perhaps better than myſelf, I have proceeded to form the comparative eſtimates before mentioned, according to five different propoſitions for executing a canal, and which are contained in five ſchedules, accompanying this report; and as the merit of the queſtion is chiefly contained in what ariſes from theſe ſchedules, what I have further to remark will moſt properly come in by way of explanations, ob- ſervations, and abridgements of theſe ſchedules. Schedule firſt contains the eſtimates and reſult of the original propoſitions for making a canal from Bude Haven to Kelly Rock, by way of the Pack-ſaddle, and by means of five engines, as propoſed by Mr. Edyvean, for transferring the cargoes from the level of one canal to that of another, without the uſe of locks. The whole length from Bude to Tamar, at Kelly Rock, being ninety-one miles, and from Bude to Launceſton forty-nine miles, by the courſe of the canal. * The eftimated capital for the execution of this work is ºf 119,210, and the capital that is likely to be ſupported by the tolls upon ſand and lime is ºf 145,192, which exceeds the former by no leſs a ſum than ºf 25,990 ; and hence, upon the firſt face of it, it would appear to be a pračticable ſcheme ; but it muſt be conſidered and remarked, that the eſtimate of the expenſe, as it ſtands, is the leaſt that, from the nature of the coun- try, can happen; and that there is no allowance for ſome deep cutting through conſi- º derable [ 216 J derable riſing grounds that occur, notwithſtanding ſo very long a courſe to avoid them; but, excluſive of theſe confiderations, the exceeding ſum being but twenty-two per cent. upon the ſum eſtimated (at the very loweſt) to be wanted ; this ſeems inadequate to the riſk of a greater coſt, or leſs profits, or both, and alſo that of keeping the whole in repair ; for though the articles of the carriage of coals, culm, wood, timber, iron, lime for building, corn, merchandize, &c. are not taken into the account, yet, if the profit of all theſe articles put together, will pay for their overſeers of the repairs of the works, their clerks, toll-gatherers, &c. it will probably be as much as the tolls upon theſe articles will produce. As the plan thus circumſtanced does not therefore appear to me eligible to the adventurers as it ſtands, we will now attend to what is ſtated in the next ſchedule. Schedule, No. 2, contains the eſtimates and reſult of the ſame propoſitions ſhortened, in point of length, between Bude and Launceſton, by carrying the canal over Greena Moor, as pointed out by Mr. Call; which courſe having viewed, I found the ſame praćticable, and by which means a very long meandering courſe, up the valley of the river Altry, and ſeveral included valleys, will be avoided; and, by which means, ac- cording to Mr. Leach, there will be cut off fifteen miles from the length. In this traćt, as Greena Moor lies conſiderably higher than the ground at the Pack- iſaddle, an additional lift will be required into the canal of Partition, and another engine to drop down into the former level, or works to avoid them, in all probability, of equi- valent charge. I have, therefore, computed the expenſe on this ſuppoſition, for as the loweſt land between Trenegloſs and Lancaſt riſes ſtill much higher than Greena Moor, I ſee no probability of a paſſage that way upon the ſame level, a circumſtance recom- mended by Mr. Call to be adverted to. ** . The total length, therefore, by Greena Moor, being reduced to ſeventy-ſix miles, and the diſtance between Bude and Launceſton to thirty-four miles. The estimated capital is reduced to - * Le tº tº ©º 26102,087 and The capital supposed to be supported by the tolls, - < * - 146,971 Q The difference by which the estimated capital is exceeded by the capital supposed to be supported, * > tº * > Cº * > tºo 44,884 that is, fºrty-four per cent, upon the estimated capital, This [ 217 l This being double per cent. upon the former, looks much more like buſineſs, but yet, in affairs of ſuch great uncertainty, it may be adviſeable to look further. Schedule, No. 3.-Suppoſe the northern part of the canal only to be executed, that is from Bude to Launceſton, upon Mr. Leach's original plan, The total length then being forty-nine miles, the estimated capital will be reduced to £65,228 And the capital supposed to..be supported by tolls, *g ſº tºº - 83,440 The difference, or excess of the capital supposed to be supported above that estimated, will be - ſº tº <º - *y * sº 3618,212 Gºmºmº- that is, twenty-eight per cent. upon the estimated capital. Hence it appears that, compared with ſchedule, No. 1, the execution of the northern part of the canal, from Bude Haven to Launceſton, is a ſafer adventure than that of the whole, and conſequently a much better adventure than the execution of the ſouthern part from Launceſton to Calſtock, but yet it appears that the execution of the whole, upon Mr. Call's plan, will be a better adventure, but a much greater capital, than this; we will, therefore, next ſee what will come out from a partial execution of the canal upon Mr. Call's plan. - - Schedule, No. 4, contains the ſtate of the caſe on ſuppoſition of executing the northern part of the canal from Bude Haven to Launceſton, by way of Greena Moor, according to Mr. Call's plan. The total length thereof is thirty-four miles, and the estimated capital thereon will be re- duced to * • cº * s gº º s 2648,114 The capital supposed to be supported by tolls, • - * tº 84,490 The difference or excess of the capital supposed to be supported above that estimated, will be 36,376 that is, the exceedings are seventy-six per cent. upon the estimated capital. We are now arrived at not only a moderate adventure in point of capital, but a great probability of tolls anſwerable to the riſk. Yet, as the great objećt appeared to be the bringing of Bude ſand into the heart of the country, whether to Launceſton or elſe- where; when I came into the valley of the river Tamar from the Pack-ſaddle, and ob- ſerved how gentle its decline was, how eaſily pračticable for a canal by locks, as far as the eye could reach, in compariſon with the very long meandering courſe that reſulted from Vol. II. F f keeping [ 218 1 keeping the level; I was tempted to take a further view of the valley, and found that from the point oppoſite the Pack-ſaddle, down to Greſton bridge, it continues quite open, and very pračticable for ſuch a canal, and its decline is ſo eaſy, that for that length, as it appeared to me, a very moderate number of locks would make good the deſcent, and carry the veſſels three or four miles further ſouth than Launceſton, to which place, if thought neceſſary, a branch canal may be carried up the valley of the Kenzie river to the bridge between Launceſton and St. Stephen's. Finding this length down to Greſton bridge ſo praćticable, I was induced to examine the whole of the valley down to Caiſtock, to ſee whether there was any, and what, natural impediment to the mak- ing a navigation to the tides-way at Calſtock, in caſe the ſame ſhould hereafter be found expedient; but I found none to the making of a navigation upon the bed of the river, in the ordinary way of making rivers navigable by means of locks and dams, there being every where flat ground on one ſide or the other, one place only ex- cepted, under Hingſton Downs, which continues for ſo ſhort a length, and the fall ſo eaſy, that a dam erected below this place would pond the water above it, ſo as to con- tinue the navigation through it. Mr. Call ałſo pointed out the eligibility of making the gently declining valley of the Bude river navigable by locks, to the foot of the ſteep riſing hills; now, this being done from Bude Haven to the foot of Longford Hill, then aſcending by engines and canals to a canal of partition at the Pack-ſaddle, as per No. 1, and then down to the locking canal of the Tamar valley to Greſton bridge; this not only appeared the ſhorteſt way of bringing the Bude ſand into the heart of the country, but ' ſeemed to be attended with far leſs riſk and uncertainty of expenſe, as well as likely to be executed for the leaſt original capital; and this has induced me to lay before the promoters of a navigable communication from Bude, a ſtatement alſo of this matter, follows:— Schedule 5, contains the reſult of a ſcheme for executing a canal, partly by locks. and partly by engines, up the valley of the Bude river, and from thence acroſs the Pack-ſaddle into the valley of the river Tamar, and down that valley to Greſton bridge. Y. ſhe estimated capital, , - . - & º – • . wº - :646,408 #he cápital supposed to be supported by tolls, º º - = 94,150 THe difference by which the estimated capital is exceeded by the capital supposed to be - . supported, t_º &=y tº tºº as • - 48,042 ihat is, exceeding by one hundred and four per cent. Here - ſ 219 J ** Here the capital ſuppoſed to be ſupported, being more than double the capital eſti- mated, affords every reaſonable aſſurance of a ſucceſsful enterprize, ſo that were the exceeding coſt and the falling ſhort of the tolls, to be very great, yet it is likely that on this principle there will be a ſufficiency to pay the intereſt. Indeed there is one article of the eſtimate of the expenſe, upon this ſcheme, that wants ſupporting by aćtual meaſures; for, with regard to the level between the point of the Tamar, oppo- ſite the Pack-ſaddle, and the ſurface of the river at Greſton bridge, I can only judge of it by eſtimation; ſo that it is as poſſible that it may need more than ten locks, as that it may be done with leſs ; yet, when it is conſidered that this canal takes in about four miles in length more of the interior of the country, to compenſate for four miles next Bude Haven, whoſe ſand will ſcarcely come upon the canal, except to thoſe who lie immediately thereon; I ſay, this being conſidered, and alſo that by going four miles nearer the lime country, a quantity of that article will be brought to the canal by land carriage to go north, and that the expenſe of even three or four locks more, would make no very material enlargement of the eſtimated capital; this appears to me to be the moſt ſecure and eligible ſcheme, and if ſo thought by the promoters of the canal, the aëtual taking of this level would put the affair out of doubt. - - In regard to the expenſe of continuing the navigation by the bed of the river from Greſton bridge to the tides way at Calſtock; for want of levels I can ſcarcely gueſs at it, but I am ſatisfied, that it may be done that way, from Greſton bridge, for leſs money than it can be carried in any other way from Launceſton to Calſtock. - - If this mode of execution ſhould be adopted, I expect that on a re-ſurvey it may appear pračticable to pierce the hill at the Pack-ſaddle, and to go upon a level from the Tamer into the valley of the Bude, till by one fingle liſt or engine this canal may be joined with the locking canal in the Bude valley, and thereby all transferring of the cargoes avoided, except only one ; but this muſt depend upon a more minute inſpection of particulars, the eſtimate now made depending upon nothing but what I know the ground will really admit of It has been a queſtion, whether machines in the manner propoſed by Mr. Edyvean, or of any other ſimilar conſtruction, would do the buſineſs with ſufficient diſpatch, that is, whether one machine would do at each lift; but on computation from what I have already done in the way of drawing coals by water, I have no doubt but that the cargoes may be changed without the leaſt hurry, at the rate of one ton in four minutes; ſo that a cargo of twenty tons will be changed in one hour and twenty minutes; and if 1689 cargoes are carried [ 220 1 carried annually in forty weeks, ſix days to the week, that will be ſeven cargoes per day, which will be changed in nine hours and twenty minutes. • * ... " I have only further to remark, that if £2, 16s. oºd be allowed to the conſumer for carrying a cargo ſideways from the canal, if Bude ſand is carried from Bude to Laun- ceſton, fourteen miles according to the direétline, excluſive of the crookedneſs and inequalities of roads, for £7. Ios. as has been ſtated in the ſchedules ; this 262. 16s. old. would carry it 5; miles in a direét line ſideways, which makes good the original ſuppoſition of taking in a ſpace of five miles broad on each ſide, whereas any leſs allowance to the conſumer would not do it. - - - ' - J. SMEATON. Austhorpe, 8th Jan. 1778. - t === SCHEDULE, No. 1. Probable ESTIMATE for making a canal from Bude Haven to the river Tamar, according to the meaſures deſigned by Mr. Edmund Leach. The bottom width twelve feet, and four feet depth, length ninety-one miles. * * * - ESTIMATE of work per mile. The bottom width being twelve feet, the slopes should be as three to five on each side, £ s. d. this, upon four feet depth, will contain, per mile, 14,600 cube yards, which, at four- pence per yard, will amount to * * º dº gº sm. 243 6 8 Allow for banking up hollow places, and extra cutting through uneven grounds, hard * , matter, &c. one half the above, - gº A tº ſº tºº 121 13 4 The common width of ground over all, including cut and cover on both sides, for a canal of the above dimensions, will be about seventy-six feet, which will contain 921 acres per mile, which, valued at the mean price of fifteen shillings per acre annual rent, and thirty years purchase, according to Mr. Leach, will be £22 10s. per acre, purchase, and per mile, dº fºs gº - tº a 207 5 0. Allow half the above for extra widths in high banking and deep cutting, passing places, turning places, docks, basons, cranes, engines, temporary damages, and spoil of ground, tº sº tºº tº Cº- tº wº 103 12 6 To six small tunnels at £10. each, and two larger ditto, at £20. cach, making in the \ whole eight subterraneous passages, per mile, U- • Gºp ſº 100 O Q To one road bridge per mile at £60., and two more for communication between the - lands severed, at £30, each, making three passages over the canal, per mile, gº tº 120 0 O To making towing-paths, back drains, fences, gates, &c. at two shillings and sixpence - per yard running, • - . ºn º ſº tº 220 o o Neat estimate per mile, - º 1115 17 6 F- [ 221 1 ESTIMATE of the works of schedule No. , applicable to the whole length of the canal. .# S. \ . To ninety-one miles of canal, at £1115 17s. 6d. per mile, tº e - 101,544 12 To five engines for lifting and lowering the cargoes from the level of one canal to another, which, supposing the incidental expense of sinking shafts, and making tun- nels, cannot be stated at less than £1000. each, - ſº gºg * 5000 O Q To building a dam, or other equivalent work, across the Bude river, for communicating * the canal across the valley and river, - - º º 1 ()() () () To three principal aqueducts, tunnels for crossing the rivers Attry, Kenzie, and Inny, at £100, each, - . - - gº tº º ºn gº 300 0 0 To making six overfalls for discharging the waste water in time of great rains, at £40. each, º = , = my dº- tº a tº e sº 240 O O To six sluices for emptying the several stretches of canal, in order to clean, &c. at £30. 180 O Q To six small shuttles and aqueducts for taking in water from the rivulets, at £10. each, 6O O O To six stop-gates for preventing the whole of the water from flowing off in the long - reaches, in case of accident, or occasion for a partial cleansing and repair, tº 120 o 0 To cutting an aqueduct from Shernock moor weir to the canal of partition near the * Pack-saddle, being in length four miles, supposed a five feet bottom, three feet deep, and slopes as one to one, this will contain 143 cube yards per rod, say 15, which, at 1; d. per yard, will be £30, per mile, and for four miles, º º ſº }90 O. O. Allow half of this for extra cutting and banking, tº- wº gºs &º 60 O G The ground occupied by the aqueduct and banks will be half a chain broad, which, in four miles, will contain sixteen acres, which, if valued at the average price of - £22 10s. will come to - - - wº- º *º 360 0 O To a new weir at Shernock moor, and stop-gates for taking water into the aqueduct, 80 O Q In dry seasons the navigation will be likely to take all the water of the Tamar into the Shernock aqueduct, and thereby deprive the mills of Bridge Rule and Langerton thereof; if we suppose the average damage done to each at £5. per annum, this, at twenty years purchase, will make a capital of - S. ſº * > ſº 200 0 O - - . . . Neat estimate, cº 108,364. 12 6 Allow for contingencies, and unforeseen expenses upon the above, at £10, per cent. 10,836 9 3 £º- 119,201 1 9 tºmºmºmºmº- tº-dººmºsºmeº ESTIMATE f 222 j ESTIMATE of the expenſe of freight in bringing twenty tons of ſand from Bude Haven to Launceſton by the ſaid canal, being in length forty-nine miles by its courſe. £ s. d. To filling the sand into carts or boats in the haven, and carrying it to the foot of the . . . . first engine, at 1 #d. per ton, ſº ms *º - - º 0 2 6 To delivering the sand into the buckets, hoisting the same, and loading and trimming the boat in the canal above, at 1:d. per ton, r - º º tº O 2 6 Trackage upon the canal from the first and second engine, at three-pence per mile loaded going, and returning light, at two-pence, that is, five-pence per mile, upon a length of 64 miles, by the course of the canal, * , «º gº - & ºn O 2 8; A trip will easily be made in this reach per day, allowing for stoppages, the boatman at . one shilling and sixpence, and the boat or boats to carry twenty tons, at three shillings, together per day four shillings and sixpence, º dº “º sº O 4 6 - - s Txpense of first reach, •º O 12 2; In the second reach, changing the cargo, as in the former, at 13 d. per ton, - o 2 6 Trackage in this reach, four miles, at five-pence, - º tº º sº- & 0 1 8 Two trips may be made in this reach per day, therefore, the man and boat hire will be - half a day, at four shillings and sixpence, - * : --º sº Ǻ O 2 3 Expense of second reach, - sº Q 6 5 In the third reach, changing the cargo, sº - -- - - 40 2 6 Trackage, 38% miles, at five-pence, - <-- tº - - - 0 16 of In this reach it will take three days to make a trip backwards and forwards, reckoning twelve hours to the day, at four shillings and sixpence, - º - 0 13 6 Expense of third reach, * * - - 1 12 0; Ditto, of second reach, *- wº O 6 5 Ditto, first reach, wº tº 0 12 2; - *Total expense of twenty tons from Bude to Launceston, - - 2 10 8 The land-carriage from Bude to Launceston being stated by Mr. Leach at three pounds -- per eight tons, this, for twenty tons, will cost use ſº ſº º 7 10 O Saved upon one cargo, • - > 4 19 4 *-mºms And if upon this saving we allow half to the consumer for land-carriage from the canal to his situation, and the other half to pay the interest of the capital, there will be for each purpose, - « » * > • • * Nº ſº 2 9 8 I 223 i Mr. Leach ſuppoſes that 8960 acres of land will be manured yearly within the reach of the canal by ſand and lime jointly; and ſuppoſing one half, that is, 4480 acres, be manured with ſand, and the other with lime, then, as he ſtates. it, that ten tons of ſand is at an average laid upon 13 acre, there will be wanted for 4480 acres, 33,600 tons annually, amounting to 1680 cargoes of ſand annually of twenty tons each. - - • - But 168o cargoes, upon a profit of £2 9s. 8d. per cargo, amounts to the annual, fum of £4.172. - . . Again.-It is ſaid, that Ioo buſhels of lime, weight 33 tons, does an acre of land at an average; therefore, 4480 acres will require 14,933 tons, equal to 7463, ſay 747 car- goes of twenty tons each, the land-carriage of which to Launceſton is ſtated at £1 16s. per Ioo buſhels, that is, per cargo, ºf Io 16s. Now, if the neat expenſe of freight is: ſtated to Launceſton at the ſame rate as from Bude, viz. 362 Ios. 8d., which, though the diſtance is leſs, it reaſonably may, on account of greater riſk in carrying lime than ſand, then - - - t : g e :é s. d- The land-carriage being gº ºt - gºes was “ gº 10 16 O- The water carriage, tº dº gº , gº - g = 2 10 8. There will be a saving per cargo, '' * * 8 5 () And if this be also equally divided between the consumer for land carriage, and greater waste and loss in the commodity, and the other half to the proprietors for payment of interest, there will be a profit, per cargo, of ſº tº tº gºe 4, 2 8- And this upon 747 cargoes will amount to per annum. tºº tº ** * - 3087 12 G- The profit upon sand, as before stated, tº a - º . . º. - 4172 () (3- Total. tº- 7259 12 0 Now, if :67259 12s. will pay the interest of a capital of tº as - 145,192 0 O And the estimated capital be Jºne - - • sa - 119,20I t. 93 The capital maintained will exceed the capital to be raised, tº , tº - - 25,990 18 3 that is, the estimated capital is to the exceeding, as one hundred to twenty-two, nearly. SCHEDUEE, | 224. I * schEDULE, No. 2. State of the caſe on ſuppoſition of the execution of Mr. Call's propoſition of carrying. the canal by Greena Moor, by which the courſe of the canal from Bude Haven to Launceſton will be ſhortened fifteen miles. - * - £ s. d. Saved by fifteen miles of canal, at £1115 17s. 6d. per mile, º - 16,738 2. 6 Ditto, by omission of the Shernwick moor aqueduct, tº wº t_º 620 0 Q And by damages to Bridge Rule and Langerton mills, * tº •ew wº 200 O O - 17,558 2 6 But as by this scheme two more engines or lifts will be wanted, or what will amount i to an equivalent expense, from this must be deducted - ºp me 2000 O O Neat savings, . " nº - 15,538 2 6 Neat estimate per schedule, No. 1. 108,364. 12 6 Neat expense per Mr. Call's plan, 92,806 10 0 To which add ten per cent. contingencies, as before 9,280 13 0 The estimated capitäl, - 102,087 3 0 - { ESTIMATE of the expenſe and freight in bringing twenty tons of ſand from Bude Haven to Launceſton, by the canal ſo ſhortened, being in length thirty-four miles. - 36 s. d. Expense of the first reach, as before, 6# miles, wº º * I O 12 2: Ditto, second, as before 4. & Lºs º O 6 5 Ditto, third and fourth, supposed together, 8 as per last, - º © 19 10 In the fifth reach, changing the cargo, - gº us º sº O 2 6 Trackage, 15+ miles, at five-pence, wº tº º º Yºº 0 6 5% A trip made in two days, man and boat, four shillings and sixpence, * > º 0 9 O Neat expense of the freight of a cargo, q_º ... • • 2 9 5. Land carriage from Bude to Launceston, as before, tº - 7 10 O. Saved upon one cargo, & ºis sº at gº 5 O 7 This being divided equally between the consumer and proprietors will leave to pay in- terest per cargo, sº * wº de ſº & tº 2 IO 3; [ 225 I £ s. d. Now, 1680 cargoes of sand, at £2 10s. 3; d. amount to per annum, g- ºr - 4,224, 10 O And 747 cargoes of lime, as before, at £4 2s. 8d, amount to wº - 3,087 12 o Total per annum, sº gº 7,312 2 O But £7312 2s. will pay the interest of • Tº tº - 146,971 4 0 The estimated capital, º sº tºs sº ºp tº- 102,087 3 O The capital maintained will exceed the capital raised, tº cºs * 44,884 1 0 that is, the estimated capital will be to the exceeding as one hundred to forty-four. i-º-º-me —º- *º -vr - SCHEDULE, No. 3. State of the caſe upon ſuppoſition of executing the northern part of the canal, that is, from Bude Haven to Launceſton, upon Mr. Leach's plan. ESTIMATE of the expenſe. £ s. d To forty-nine miles of canal, at £1115 17s. 6d. per mile, = ~ tº º- 54,677 17 6. To three engines for three lifts, at £1000, each, - s º 3,000 O 0 To building a dam across Buderiver, as before, - tº Yº º 100 0 O To two large aqueduct tunnels for crossing the Attry and Kenzie waters, at £100. each, - - - - - - º 200 O G. To five over-falls, sluices, stop-gates, and shuttles for taking in water, tº er 500 () () To Shernick moor aqueduct, and damage to bridge rule and Langeston mills, - 82O O G Neat estimate, sº - gº- 59,297 7 6. Add ten per cent. contingencies, as before, 5,929 1 5 9 Estimated capital, - - - 65,227 13 3 Now it is supposed, that in this case, the carriage of lime will be lost, but the quan- tity of sand before specified in schedule, No. 1, will be carried from Bude to Laun- ceston, viz. 1680 cargoes, leaving a profit of £29s. 8d. per cargo, amounting to, per annum, - - - {-ºl ſº - - 4,172 o 0 But £472. will pay the interest of - - - - - 83,440 o 0 The estimated capital, Jº tº - • gº." -- Cº 65,227 13 3 The capital maintained will exceed the capital raised, e wº-> o 18,212 6 9. Lºmº that is, the estimated capital will be to the exceeding as one hundred to twenty-eight. Vol. ii. G g Conſequently, I 226 1 Conſequently, the executing of the north end of the canal upon Mr. Leach's plan from Bude to Launceſton, will be a better adventure than executing the whole, and there- fore much better than executing the ſouth part from Launceſton to Calſtock only. Jº SCHEDULE, No. 4. State of the caſe on ſuppoſition of executing the northern part of the canal from Bude Haven to Launceſton, upon Mr. Call's plan, - ESTIMATE of the expenſe. £ s. d. To thirty-four miles of canal, at £1115 17s.6d. per mile, -- ū I º 37,939 15 0 To five engines, at £1000. each, & sº * . • º 5,000 0 0 To dams, aqueducts, over-falls, and sluices, as per estimate, No. 3. <º Q 800 0 0 Neat estimate, - « . . -gº sº sº 43,739 15 O Add ten per cent, contingencies, as before, Cº 4,473 19 6 Estimated capital, J. : • - - O 48,113 14 6 Here again it must be supposed that the carriage of lime will be lost, but that the 1680 cargoes of sand will remain to be carried from Bude to Launceston, as spe- cified schedule, No. 1, but which leaving a profit of £2 10s. 3:d, per cargo, as per schedule, No. 2, this will yield per annum, sº tº º º 4,224, 10 0 But £4224. 10s, will support a capital of ~~~~ º ... y @ 84,490 O G The estimated capital, sº º - sº adº, « » < * 48, 113 14 6 The capital maintained will exceed the capital raised -- s G. 36,376 5 6 that is, the estimated capital will be to the exceeding as one hundred to scventy-six. Hence it appears alſo, that not only the execution of the north part of the canal will be more advantageous than the whole, but that the ſhortening of the length will be a great advantage alſo. - SCHEDULE, I 227 J SCHEDULE, No. 5. Scheme for executing a canal partly by locks, and partly by engines, to go up the valley of the Bude river by locks from the Haven to the propoſed engine at Long- ford hill, from thence acroſs the Pack-ſaddle by canals and engines, as per Mr. Leach's plan, and then to fall down by an engine into the valley of the Tamár, and down that valley by locks and canals to Greſton bridge. . IT is neceſſary to premiſe, that the cutting a canal in the eaſy declining vallies of rivers, being a matter of different conſideration from that of cutting canals upon the floping and winding ſides of hills; to the latter of which the eſtimate for a mile of canal in Schedule, No. 1, is accommodated; a particular eſtimate has been made upon the ſame dimenſions for the former; and that the advantages and diſadvantages ſo nearly compenſate one another, that as the difference turned out but a few ſhillings per mile, the ſame price is taken in the following, as in the former eſtimates, that uniformity may be preſerved. gº "ESTIMATE of the expenſe. ** 4 38 S. d. To 3% miles from Bude Haven to Longford hill, at 261115 7s. 6d. ~ ºn 3,905 I H 3 To six locks, at £600, per lock, tº a tº tº Gº ºr. a 3,600 O O To an engine at Longford hill, according to Mr. Leach's plan, ( * * G-3 1,000 O O To four miles of canal to the next engine, at £1 1157s. 6d. per mile, tº tº 4,463 10 O To an engine for lifting the goods to the canal of partition, crossing the Pack-saddle, 1,000 O G To two miles of canal from the second engine across the Pack-saddle beyond Thorn, where a third engine is to be placed, - - - tº ºn 2,231 15 O To the third engine to transfer the cargoes to the level of the Tamar's valley, - 1,000 O O. To 15% miles of canal from that engine to Greston bridge, tº- tº- 17,295 1 3 To ten locks, at £600. cach, tºº gº sº gº º 6,000 O 0. To two capital aqueduct bridges for crossing the Attry and Kenzie rivers, at £300. each, 600 0 O To the Shermick moor aqueduct, and damage to Bridge Rule and Langeston mills, - 820 O (). Neat estimate, - - wº a 41,916 17 6 Add ten per cent, contingencies as the former, tº . 4,191 13 9 Estimated capital, - s ſº ſº 46,108 11 3 ESTIMATE [ 228 I ESTIMATE of the expenſe of the freight of twenty tons of ſand. w Bringing the sand to the beginning of the canal, and lading the same on board the ves. sels, taking it as much as bringing and hoisting by the first machine, as before stated, at three-pence per ton, º iº - . . . ; tº- - Trackage from Bude Haven to Longford hill, 3% miles, at three-pence, lº sº This distance will allow two trips per day, therefore man and boats, & - First district from Bude to Longford, - º The second reach as per schedule, No. 1, In the third reach, or canal of partition, changing the cargo into the same, tº Trackage of the canal of partition, two miles, at five-pence, º gº wº Changing the cargo at the third machine, down to the valley of Tamar, - º In this reach three trips may be made per day, which, at four shillings and sixpence boat and man, pº ſº -º ( ) & ſº tº Third reach, being in the canal of partition, à In the district of capal from the third machine to Greston bridge, being about 15% miles, at five-pence, - .* gº g- dº adº sº This will take two days to a trip, therefore boat and man, at four shillings and six- pence, - - - - sº sº " 1 - - Expense of the fourth stretch, from the third machine to Greston bridge, Canal of partition, or third reach, g- sp ...tº tºº. The second reách, tº - tº J , ſº - The first stretch, gº ºs º Yºs º Total expense ſof freight, tº tº Suppose the sand at Greston bridge worth no more than at Launceston, viz. as before, Saved per cargo, Cº. * tºr And suppose this divided as before between the consumer and proprietors, there will be to each, ſº Ǻ - º a- Jºs gº º suppose also the number of cargoes to Greston bridge no greater than if stopped at Launceston, that is, 1680 cargoes, at £2 16s, 0:d. lº Jºe gº £ s. d O 5 O 0 1 5% O 2 3 o 8 si O 6 5 O 2 6 6) O 10 O 2 6 o 1 6. O 7 4, ºmºus O 6 5; O 9 O ſ) 15 5; 0 7 - 4 O 6 5 O 8 8: 1 17 11 7 10 o sºmºmºmº 5 12 1 2 16 0; 4707 10 O --- - But I 229 | But £4707 10s. will support a capital of - tº tºº tº - The estimated capital, º gº The capital maintained will exceed the capital raised, * … - * sé s. & 94,150 0 O 46,108 11 3 48,041 8 9 that is, the estimated capital will be to the exceeding as one hundred to one hundred and four. This way, therefore, appears to be the ſafeſt adventure of all. - - J. Austhorpe, 8th January, 1778. SMEATON, KINGSTON I 230 I KINGSTON AND EWELL CANAL. The REPORT of JoHN SMEAToN, engineer, concerning the effect that the execution of a canal from the river Thames at or near Kingston to Ewell, in the county of Surry, will have upon the several mills worked by the stream in its course. - FOR effe&ting a navigable canal through this valley, two ſchemes have been ſub- mitted to my conſideration, one of them drawn up by Meſſrs. Nichols and Brough- ton, which, in general, keeps the flat ground in the bottom of the valley, the other by Mr. Whitworth, who, in general, keeps the riſing grounds in preference to thoſe of the valley; and having viewed the two different lines propoſed, and conſidered in what manner each of them is circumſtanced, that we may ſee how the mills will be affected by the execution of either plan, it is in the firſt place neceſſary to aſcertain the quantity of current water in the river Ewell, particularly at thoſe times of the year, when the mills are capable of uſing it all. The time of my view was in the middle of Auguſt laſt, and from my obſervations then taken, it appears that the river Ewell afforded, accord- ing to my calculation, at or about 700 cube feet of water per minute, that is, at the rate of 4987, or nearly upon 5 Ooo hogſheads per hour ; but I was informed, that though this was a very dry ſeaſon, yet the river depending almoſt wholly upon ſprings, it was not the time of the ſhorteſt water, and judging by the average difference of effects reported reſpecting the working of the mills in thoſe ſhort-water times, I conclude, that at thoſe times the river does afford full 5oo cube feet per minute, or 3562 hogſheads per hour ; for though at ſome very particular times there is ſtill leſs, yet theſe happening but ſeldom, I lay them out of the account. * To determine what part of the water aſcertained as above will be needed for the navigation, it is neceſſary to know the coſt that will attend the execution of either plan; that from judging from the quantity of buſineſs which muſt be done to ſupport that capital, we ſhall be enabled to aſcertain what water muſt be taken to do that buſineſs, and that both theſe plans may be put upon the ſame grounds, I have made an eſtimate of the probable expenſe likely to attend each, in ſuch a way as I ſhould myſelf direét the execution, both of which I have hereto ſubjoined. The probable expenſe of Mr. Whitworth's line, ſo eſtimated, amounts to the ſum of £20,236, which is for the performance of the works and purchaſe of lands, ex- cluſive [ 2% cluſive of all expenſes preceding the application, and in procuring an ačt of parlia- ment, as well as intereſt of money, committees, meetings, and law charges, during the procedure of the works. Therefore, to anſwer not only thoſe contingencies, but the repairs of the navigation after it is opened, the ſalaries of lock-keepers, clerks, and other neceſſary agents to be employed therein, it appears to me neceſſary, that the groſs tolls which may be expečted to ariſe therefrom, ſhould be equivalent to the intereſt of five per cent. of a ſum half as large again as the eſtimated ſum, and calling it £20,000, there will be needed tolls to the amount of the intereſt of 3630,000, which is ºf 15oo per annum. . . - Mr. Whitworth ſtates, that a chaldron of coals is carried from Kingſton to Ewell by land-carriage for fix ſhillings, but to give a preference to the water-carriage, and to extend the preſent ſphere of buſineſs, this ought to be done for four ſhillings, which muſt include freight and tolls. - - Now the freight and incidental charges of loading and unloading muſt be firſt paid, whether more or leſs remains for the tolls; I have therefore particularly confidered the article of freight, in the ſort of veſſel that ſeems beſt accommodated to ſuch a trade, that is, ſuch a veſſel as will not only navigate this canal, but take up from, and carry her 'cargo to London, a veſſel of thirteen feet breadth, fifty feet in the tread of the keel, and drawing loaded about three feet four inches water, will carry thirty-ſix tons neat weight, which, according to my computation, will be rather better than, but ſay, twenty-five chaldron of coals. And though I would ſuppoſe, when bargemen are brought to work one againſt another, it will be done for conſiderably leſs, yet in a caſe of this kind, I cannot compute upon a leſs freight and incidental charges from Kingſton to Ewell than twenty ſhillings upon a cargo of twenty-five chaldrons; but twenty-five chaldrons of coals, at four ſhillings, is five pounds, ſo that there will remain four pounds per cargo that may be taken for tolls, that is, at the rate of 3s. 2 #d. per chaldron. * - Again, I ſuppoſe, that though coals may be the principal article with which barges will go up with full loads, yet of corn, timber, and the produce of the mills, I would-ſuppoſe them at an average to carry half loads down, that is, eighteen tons of goods, which, if paying the ſame tonnage as coals, will pay downwards half as much as up, that is to ſay, forty ſhillings, which will be 28. 2 #d, per ton, tolls, and with freight at the ſame rate as coals, amounting to 64d, in the whole, will amount • * , - to { 0.32 I will amount to 2s. 9 #d, which will be at the rate of 6 #d. per quarter upon corn, freight and tolls, to the Thames at Kingſton. A barge paying therefore a toll at an average of £4 up, and ºf 2 down, will pay per trip ºf 6. But ºf 15oo, the annual ſum to be produced, divided by É6, will make 250 trips of ſuch veſſel per annum, to quit the outlay and pay the intereſt. Now 35o trips requiring a lock-full up, and another down, there will be annually conſumed 5oo locks-full, for in the ſimple caſe of navigable locks, ſuppoſing them all of the ſame riſe, what will work one will work all the reſt; theſe 5oo locks-full, averaged upon 365 days, will be as follows: - Cube feet. Lockage per day - & e - {-e gº - - 8,968 Leakage of locks (supposed two locks-full per day) - tº tºº - 12, 194 Evaporation from the surface of the canal - : - - - - 6 314 Soakage into the ground, allow the same wº gº = wº - 6,314 *J & - - Water expended per day by the navigation tº . lºgº tºº * - 33,790 Now ſeven times this quantity, viz. 236,530 cube feet, will be the average conſumption for a week, whereas the river in its loweſt ſtate affording 500 cube feet per minute, will ſupply in one day 720,ooo cube feet, that is, the river in its loweſt ſtate ſupplies above three times as much water in one day, as the navigation will conſume in a week; if therefore the mills are ſuppoſed to lie ſtill on Sundays, and the Sundays’ water be turned into the canal, this will be much more than ſufficient for its ſupply for a week, and upon this conſtrućtion of a canal I have made my eſtimate ; the lockage and leakage out of the reſervoir or pond of the firſt mill excepted, which amounts to no more than one thirty-fourth part of the river's water in ſhort-water times, and about one forty- eighth part only of the water in ſummer, ſuch as I found it, which would be recom- penſed by five pence a trip upon each barge, amounting to £54s.2d. ſay 385 5 per year, as I ſhall ſhew more particularly hereafter, if occaſion ſhall require. - My eſtimate upon the ſame prices and co-incident proportions, for the line of Meſſrs. Nichol and Broughton, amounts to £18,029, calling this £18,600, the ſum for which the tolls muſt pay intereſt will be £27,ooo; the intereſt of which, at five per cent, will be £1350, ſo that, ſuppoſing the number of cargoes to be the ſame, - 3S I 233 1 as by the former, and the tolls the ſame alſo, then here will be an exceeding of tolls, above the eſtimated out-goings and intereſt, of £150 per annum, to make good further contingencies; or it will allow the tolls upon a chaldron of coals to be lowered five- pence, ſo that they will then be, tolls and freight, three ſhillings and ſeven-pence per chaldron, inſtead of ſix ſhillings land carriage, and this will occaſion a proportionable extenſion of trade and conſumption; or otherwiſe, if the tolls are kept at the ſame price, the annual amount thereof will be raiſed by five cargoes leſs. - But whatever may be thought proper as to prices, it is certain that this will occaſion a leſs conſumption of water ; for the canal being dug in the bottom of the valley, will be more likely to raiſe ſprings, than take in water by ſoakage, and therefore that article, amounting to 6314 cube feet per day, which is, in fact, the moſt uncertain of the whole, may be laid out of the account. - - -- In caſe the navigation is brought only to the tail of the paper mill, as has been ſug- geſted, there will be ſaved nearly upon either ſcheme as follows: - * - £ s. d. In making the wharf, about º • Le 200 O O In digging : - dº º gº tº 133 3 8 In land grºw tº • Le = gº 225 O O By twenty feet of lockage, at £80 * . - -- 1600 o 0 By two over-falls and tunnels sº “ - & ºr " 40 0 0 By one quarter a mile of towing-path, &c. - sº 55 0 O ‘. . - Neat estimate - - 2253 3 8 By ten per cent, contingencies upon the above 225 6 4. To be deducted - 2478 10 0 which, deducted from the estimate of Mr. Whitmore's line, leaves tº º = 17,758 7 8 ° and, deducted from the estimate of Messrs. Nichol and Broughton, leaves . tº - 15,550 12 4 But then a road to the wharf must be considered. It has been ſuggeſted that the navigation may be ſupplied by the Sunday’s water, the uppermoſt lock excepted, and, if this mode be adopted, it will behove the proprietors of mills to have a clauſe inſerted in the act, to prevent any water from being unneceſſarily drawn; and for this purpoſe it will be proper, that a couple of men be employed to attend the boats up and down through the locks to ſee that no water be miſ-ſpent; their wages to be paid by the navigation company, but their appointment and diſmiſſal to Vol. II. - H h depend I 334 l s- depend upon the occupiers of mills for the time being. It appears pračticable, there- •ore, in nature, to ſupply the navigation without loſs to the mills; but, as every human purpoſe is capable of being defeated, let us ſee what damage the mills can ſuffer, in caſe of a different application. - * If the lockage only be taken conſtantly from the river, which indeed would be conve- nient, it will deprive the mills of one ninety-fifth part only of their water in the ordinary ſummer's drought, and not more than one fixty-ninth part thereof in the ſhort-water ſeaſon, which loſs may very well be compenſated by the clauſes common in this kind of acts; the millers being allowed to bring up mill-ſtones, timber, and materials for the re-building and repairs of their mills, toll-free. But if the whole expenditure of water, viz. 33,790 cube feet be immediately to be taken from the river at all times promiſ- cuouſly as wanted, it will take one-thirtieth part of the water in common ſummer ſea- ſons, and one twenty-firſt part of the water in ſhort-water times, which, though ca- pable of a recompenſe, yet as even then it would be neceſſary to keep a couple of men to attend the paſſage of the veſſels through the locks, to ſee that a much greater miſap- plication of water by negligence of bargemen, &c. than has been calculated did not enſue; the evil may be almoſt as eaſily prevented in the whole, (except as to lockage only), aS in part. • * •; - - It appears to me, therefore, upon a full view of the matter, that under the proper re- ſtriótions, it will be the intereſt of the proprietors of mills to encourage this ſcheme of a navigable canal, on ſuppoºtion that each ſcheme is equally eligible to the land-owners, the keeping the low grounds not in the exact line pointed out by Meſſrs. Nichols and Broughton, but ſomewhat near the ſame, will be more eligible to the proprietors of mills, not only as coming nearer to them, but by being liable to leſs riſk and miſappli- cation, as being attended with no ſoakage water. / The great general queſtion, therefore, is reduced to this, reſpecting the eligibility of a navigation, that ſince 250 trips, or ſomewhat toward the ſame, appear to be requiſite to ſupport the capital neceſſary to make it, whether the conſumption of the country will be likely to require 6ooo chaldrons of coals, or their equivalent in other goods, to go up the river annually, at four ſhillings per chaldron, freight and tolls, and 22,000 quarters of corn at 6%d., freight and tolls, to go down, or their equivalent weight in timber, or other commodities, to the amount of 4500 tons : This can only be judged of by thoſe well acquainted with the extent of country moſt likely to be ſupplied from, or bring commodities to Ewell, to whom I muſt refer this point, It being evident that a leſs • , -- * - - - quantity [ . 235 quantity upon the whole will not quit the coſt ; but if a much greater is ſuppoſed, then the tolls can be laid lower. - : J. SME ATo N. Austhorpe, 29th Jan. 1778. N. B. In the above calculations, I ſuppoſed that for one-half of the year, the waſte water of the river, more than what ſupplies the mills, will work the navigation, in or- dinary courſe, without any particular attention to the loſs of water; that one quarter more the river is affording at the average rate of 700 cube feet per minute, in ordinary droughts in ſummer, and that the other quarter may be called the ſhort-water ſeaſon, when the river is ſuppoſed to afford $oo cube feet per-minute. It appears alſo to me, that in the two laſt-mentioned ſtates, the quantity of water will be nearly the ſame at Kingſton as at Ewell, having remarked no branch of ſupply of any conſideration, and that the ſmall ſprings taken in during this courſe, nearly balance the evaporation. As, therefore, in all probability the barges will not need attending above half the year, and in the whole year there being only 25o trips, this will not be at the average of a trip per day. Two men will, therefore, eaſily attend, one to each barge, both up and down, but I do not propoſe to fix it to two men ; but that, in proportion to the trade, every barge ſhall be attended by a man both up and down, and indeed this will, in fact, be much for the company’s intereſt, as the beſt means of preventing damage by the miſuſe of their works. * The great exceeding of my eſtimate, upon the line of Meſſrs. Nichols and Broughton, above their own, will, doubtleſs, attraćt attention, wherein it is to be noted, that they have not taken the purchaſe of lands into their eſtimate, and the digging ſeems not to be valued at above 23d, per yard. No allowance for hauling tracts, &c. or wharf at the head. - J. S. rººmmismannsdudsºn º * • ſº ESTIMATE for the Ewell canal, upon the line of Mr. Whitworth. 36 s. d. .*. The bottom being sixteen feet, slopes three to five, five feet deep, will contain 23,793 cube yards per mile, which, at four-pence, will come to £396 11s. per mile, and, for five miles one furlong to - ſº tº & † : 2,032 6: 4; Allow for banking up and extra cutting through uneven grounds, hard matter, puddling, sandy, and channelly grounds, making passing places, &c. one-third wf the above, ſº º º . ce * ſº 677 8 9; Carried forward - 2,709 15 2 According I 236 2.É. 8. d. - Brought over - - According to the above dimensions, the ground wanted in the plain cutting will be one and a half chain broad, that is, twelve acres per mile, which, if valued at the average price of £60. an acre, as supposed by Mr. Whitworth, will come to £720. per mile, and for 5% miles to • º _ - - Allow for extra widths in high banking and deep cutting, passing places, turning places, landing places, temporary damages, and spoil of ground, one quarter of ë the above, * *g sº = tº . tº e tºº. To lockage, eighty-six feet, at £80. Eºs - ( . º * - To making an over-fall and tunnel at each lock, supposed No. 12, at £20. each, To three turnpike road bridges, at £150, each, - - - & Gº To seven smaller road bridges, at 3690, each, - - • º To five communication bridges between lands, to make in the whole at the average - of three passages per mile, at £50, - - wº . ...- To making a wharf at the head, as per Mr.Whitworth, unº - ...º. To making an aqueduct over the river below the paper mill, with banking, * To ditto, near Malden powder mills, with ditto, - • - To extra cutting and impediments, between No. 63, and No. 67, inclusive, - To extra charge in the Thames lock, lock pit, drainage, foundation, and building, To making small tunnels, supposed at the average of one per mile, that is, No. 5, at £15., g-> -- - ſº - - Q us . º To making towing paths, back-drains, fences, gates, stiles, &c. at two shillings and six pence per yard running, that is, per mile, £220, and for 5% miles, Neat estimate, ºf ~ , tº Add ten per cent, contingencies upon the above, exclusive of all expenses preceding the application, and procuring an act of parliament, as also interest of money, and law charges, &c. during the proceedure of the work, - Jº s gº Total estimate for works and land, * -&--> ESTIMATE for the Ewell canal, upon the line of Meſſrs. Nichols 2,709 15 2. 3,690 0 9 •922 0 o 6,880 0 0 240 0 0 450 O 9 630 0 0 250 0 0 420 0 0 200 0 0 300 0 0 252 8 2 25O O O 75 0 6 :1,127 10 0 18,397 3 4 1,839 14 4 20,336 17 8 FF- and Broughton. The bottom being sixteen feet, slopes three to five, and five feet deep, will contain 23,793 cube yards per mile, which, at four-pence per yard, will come to £396 11s. per mile, and for five miles one furlong, e - º Allow for banking up and extra cutting through uneven grounds, hard matter, making passing places, &c. one-eighth of the above, - - , - Carried forward -----, , , 36 s. d. 2,032 - 6 4; 254 o 9 2,286 7 1; Brought I 237 | • Brought over - According to the above dimensions, the ground wanted in the plain cutting will be one and a half chain broad, as the other, that is, twelve acres per mile, which, if valued at the average price of £60, per acre, as before, will come to £720, per mile, and for 5% miles, to & tº Gº - º Allow for extra widths in high banking and deep cutting, passing places, turning places, landing places, temporary damages, and spoil of ground, one-eighth of the above, [… tº - ſº - ſº * To lockage, eighty-six feet, at £80., º & ſº tº * , To making an over-fall and tunnel to each lock, supposed No. 12, at £20, * To one turnpike road bridge, and altering Clatton bridge, at £150, each, Tº To two road bridges of a lesser kind, at £120. each, - - ſº tº & To three small foad bridges, at £90. each, a sº & * To five communication bridges between lands, at £50, each, wº gº To making a wharf at the head, as before, ſº º tº a ſºn To expenses in crossing the river, supposed three times, * > sº • To making small tunnels, supposed at an average one per mile, at £15, º, To making towing-paths, back-drains, fences, gates, stiles, &c. at two shillings, and sixpence per yard running, that is, 36220, per mile, for 5% miles * . As Neat estimate, Ǻ * * Add ten per cent, contingencies upon the above, exclusive of all expenses preceding and procuring an act of parliament, as also interest of money, and law charges, &c. during the proceedure of the work, º ſº s Total estimate for works and land, sº 4usthorpe, 27th January, 1778. 2 7 O 1,127 10 O 16,390 2 1: 1,639 .0 2; 18,029 2 4 t- J. SMEATON. the [ 238 . ] , ºxº r RIVER TYNE CANAL. The REPORT of John SME Aton, engineer, upon the practicability and probable expense likely to attend the extension of the navigation of the river Tyne, by a canal on the south side of the river, from Stella, by Ryton, towards the grounds opposite Wylam. HAVING taken a view of the ground through which a canal was propoſed to be car- ried, by Captain Bainbridge, and in company with him who pointed out the ſame, the ſcheme appears to me very feaſible, without any natural impediment, ſave that the na- tural banks lie ſteep upon the river in paſſing by Ryton; nevertheleſs, by an extra ex- penſe, which will appear no ways formidable in proportion to the whole, this difficulty may be overcome. This report being founded upon a mere view, without having either meaſures or levels, which muſt, nevertheleſs, be ſuppoſed, in order to bring the matter to a calculation, the eſtimate cannot be thought to be very correót, but yet may ſerve, by giving an idea of the probable expenſe that is likely to be incurred, to ſhew whether the ſcheme is likely to bear ; becauſe, if it will bear an expenſe of £6000 or upwards, excluſive of the coſt of procuring an act of parliament, and of all plans and ſurveys, with other charges, previous and preparatory thereto, as well as clear of intereſt of money advanced during the performance, then it will be adviſeable that an accu- rate plan and level be taken, from which an eſtimate may be made that will be likely. to come as near the matter as the nature of this kind of ſubjećts can poſſibly admit; but as this cannot be done without time and accuracy, and, in conſequence, at a conſi- derable expenſe, that will be avoided by this previous eſtimate, in caſe the ſubjećt is not likely to bear the expenſe thus aſcertained. The following is an eſtimate for a canal of the ſmalleſt dimenſions I can poſſibly re- commend to be executed, yet it will carry veſſels of twelve feet wide, and drawing 24 feet water, which, at forty-two feet in the tread of the keel, lighter built, will carry twenty-one tons neat weight, that is, nearly eight chaldrons, Newcaſtle meaſure: veſſels of this kind would, doubtleſs, be able to carry coals down to the harbour of Shields, in moderate weather, ſo far as regards the performance of the navigation, but how far they might anſwer in point of ſtrength, I cannot properly judge, but apprehend the keels are built of ſuch bulk and ſtrength as they are, not only on account of ſecurity of navigation in bad weather, but to reſiſt the blows they receive againſt the ſides of the ſhips, as I ap- prehend they are often liable to be ſqueezed between them; on this account they are very particularly guarded in point of ſtrength, by the breadth of their gunwales. - - I am [ 239 | I am not very certain of the length of canal computed upon, not having had a good opportunity of conſulting the beſt county map, but if the length be greater or leſs than three miles, as I have ſuppoſed it, the coſt of the work eſtimated by the mile, will be in proportion to the length, and the other charges thereon will remain the ſame. - Austhorpe, 26th Feb. 1778. • J. SME Aton. ---- - - - - - * gº ESTIMATE for making three miles of canal from Stella, by Ryton, towards the grounds oppoſite Wylam, on the ſouth ſide of the river Tyne. £ s. d. To be three feet deep of water, twelve feet wide at bottom, with sufficient slopes on each sids. - The ordinary digging per mile, < * ~ • ºn * > • tº 283 17 9 Purchase of lands, at £40 per acre - --~~~ •º ..º. - 460 10 0 The chance of bridges, tunnels, towing-paths, back drains, fencing, &c, in that situation 430 -0 0 Neat estimate per mile « . dº J sº 1174, 7 9 To three miles of canal, at £1174.7s. 9d per mile gº ſº - - 3.523 3 3 To three locks, estimated at cº gº dº -4 - || º tºº 1910 0 () To probable expenses attending the taking in water Lºs wº c . º 100 O - G The extra expense likely to attend the passing of the steep banks at Ryton, supposing the length one quarter of a mile - - sº 4 º' tº 176 O O Meat estimate • 2&l - tº 5700 3 3 Allow for contingent expenses, temporary damages upon the above, at the rate of ten per - cent. fº 2&_l -º-, º •. 4-g tº * . 570 18 4 6280 1 7 *g J. SMEATON. ...ſusthorpe, 26th Feb. 1778. J $ 1&ANQUARRY [ 24o I |KANQUARRY CANAL, The REPORT of John SMEATON, engineer, upon the practicability and utility of making a navigable canal from Kanquarry to or near the new bridge over the river Plym, in the county of Devon. HAVING, in the month of September laſt, by the deſire of John Parker, eſq. taken a view of the tračt of ground between the valuable ſlate quarry, called Kanquarry and new bridge, to which place the tide reaches, and admits of barges to go up from Ply- mouth, there is no doubt of the pračticability of the propoſition, both reſpecting the fituation of the ground and a ſupply of water, nor is there any doubt but that by a canal ſo effečted, the produce of this quarry might be brought down much cheaper than by the preſent mode of land carriage ; the principal or previous queſtion then is, whe- ther the buſineſs that is likely to be done. upon this canal, be likely to quit the outlay upon it. For this purpoſe I have carefully computed the probable expenſe, without particularly entering into the mode of it, that muſt naturally attend ſuch a ſcheme, and to make a canal of twelve feet bottom, with ſuitable locks to carry down the veſſels into the tide's way, the length being about 2% miles, and the perpendicular deſcent, about thirty feet, will coſt the eſtimated ſum of £2476, which we may call 3625oo. The land carriage I eſtimate at ſixpence per ton per mile, therefore, for 2+ miles, the - expenſe will be 13; d. per ton. * : The freight of the ſlates per ton, by water, including loading and unloading, I compute at 6;d. per ton, the ſavings therefore on land carriage, ſuppoſing the navigation could be made and upheld for nothing, would be 74d. per ton. - -. The intereſt of £2500, at five per cent, per annum, is £125, but I eſtimate that to keep all in repair, and ſupport the principal for ever ; the navigation, beſides paying the above ſum at intereſt, ought to raiſe ſixty-five pounds per annum more, in the whole ºf 190 per annum; to raiſe which ſum upon a profit of 74d. per ton, there muſt be navigated 6290 tons annually, all carried more than this will yieldº, profit of 74d. per ton, and all leſs will be a loſs to the proprietor of 7#d, for every ton deficient of the above quantity. Apprehending I 241 I Apprehending the above tonnage of ſlates to be conſiderably greater than is, or is likely to be vended from the ſaid quarry, I have turned my thoughts to what may be done by means of a rail road, ſuch as is uſed in coal countries for the land-carriage of coals to the navigable rivers, &c. and I find that to conſtrućt a waggon rail-road, proper for this ſervice, would coſt the eſtimated ſum of 361089, which we may fairly call .# 1 Ioo, the intereſt whereof, at five per cent. per annum, is fifty-five pounds, but to lceep this in perpetual repair in like manner as the navigation, it ought to raiſe fifty-five pounds more, that is ºf 1 Io per annum. I compute further, that the expenſe of loading down the ſlates by this road, will coſt, loading and unloading included, ſeven-pence per ton, which, dedućted from 13% d. ſup> poſed the preſent land-carriage, leaves 64d. per ton to raiſe £1 Io per annum, which will require an out-put of 4060 tons; all over will, in like manner as in the navigation, be a profit of 64d. per ton, and all under ſo much annual loſs. &M It is further to be obſerved, that in caſe the preſent land-carriage of a ton of ſlates: amounts to more than 13%d. then the difference will be in favour of either ſcheme; be-, cauſe the difference between the eſtimated price, and that of the preſent land-carriage being greater, an out-put of a ſmaller number of tons will compenſate the out-lay, and the profit be ſooner arrived at.. I have mentioned that a canal of a twelve-feet bottom is as ſmall as in my opinion can be executed with advantage; I do not mean, that a ſmaller canal may not be made for leſs money, but as the extra bankings, cuttings, bridges, and locks, will be nearly the ſame, and nothing ſaved but in the plain cutting in the middle of the canal, when this. compared with the want of freedom, and facility of paſſage, or the neceſſity of uſing: ſmaller boats, the freights being thereby increaſed, more than the proportion of the out-lay is diminiſhed, the probability of profit upon the whole will be leſs. Nor can engines for lowering the materials be uſed to advantage in lieu of locks, in this ſituation, unleſs the barges could be brought under the engines, ſo that the mate- rials could be lowered into the very veſſel, (which, indeed, is very pračticable), but the addition of expenſe incurred hereby, would be as great or greater than could be. faved from the conſtrućtion of locks, which are certainly the moſt commodious mode of navigating yet found out. . J. SMEATON. Austhorpe, 15th May, 1778, Vol. II. - Ii RNOTTINGLEY KNOTTINGLEY LOCK. The REPORT of John SMEATon, engineer, upon the situation proper tº be adopted for a new lock at Knottingley. THE making of a new cut through the marſh is doubtleſs the moſt eligible mode of doing the buſineſs, but as I underſtand that this is attended with difficulties ſcarcely to . be ſurmounted, then it appears to me that the moſt eligible ſcheme, and which, when finiſhed, will nearly amount to the ſame thing, will be to form the cut by artificial means within the trough of the river, by placing the lock lower down upon the penin- ſula, ſomething near the place propoſed by Mr. Jeſſop; for in regard to the rebuilding the lock in the preſent ſituation, the going into it, and out of it, at the tail below, is ſo extremely crooked, awkward, and inconvenient, that I think nothing but an abſo- lute neceſſity ought to induce the re-building of it in the ſame place. That it will coſt more in this new ſituation than in the old one is very certain, and to do it completely, conſiderably more than Mr. Jeſſop has eſtimated, but then it will render the navigation more complete; this is a circumſtance, which, with the preſent trade upon the rivers, and particularly at this critical paſſage, ſhould outweigh all ſmall conſiderations: beſides, the compariſon, in point of expenſe, ought not to be made between building the lock in the old, and in the new ſituation, but between building the lock upon the new cut through the marſh with all convenient expenſes, and rent charges thereto in- cident, and in the new ſituation; and when theſe matters are duly weighed, it would ſeem, that judging upon the ſurface of the thing, the buſineſs may be done as effec- tually, and upon the whole, at as little expenſe, by adopting the new ſituation as by making a new cut through the marſh. The principal difference will be, that a new lock upon a new cut will not obſtrućt the navigation at all, becauſe it may be opened while the other is paſſable, but then, though the obſtrućtion to the navigation might exceed a week which Mr. Jeſſop has propoſed, yet there is an equal probability of the re-building of the locks exceeding four weeks, ſo that we may fairly lay the account of the lock's re-building where it is, to produce obſtrućtion of full three weeks more than the preſent, than in the new fituation, and the former when done, a much worſe lock, becauſe built more in a hurry, and without the neceſſary time for the maſonry to ſettle and harden. • * . . - I would therefore propoſe, in order to make the beſt of the new ſituation, to place the lock further down, and nearer the natural deep water than propoſed by Mr. Jeſſop by I 243 l. by the full length of a lock, and inſtead of a double wall with a rib of earth between, to build a ſolid aiſler wall, well founded upon piles at the level of the tail-water, of about eight feet thick at baſe, and ſix feet at top, with a ſolid caping of ſingle ſtones croſs and croſs, and well cramped together. This wall, reaching from the old lock- tail to the new lock-head, I ſuppoſe will be the only extra expenſe attending the new- ſituation, which, as near as I can compute, will amount to about per rood, running meaſure, and though we reckon ninety yards length inſtead of fifty, which, calling thirteen roods, the whole will amount to no more than about £ to balance which, on one handwe ſave the value of three weeks ſtoppage, and have the advantage of a baſon that will hold a confiderable number of veſſels, and on the other we ſave the purchaſe or annual rent of land, part of the digging of the cut, and poſ- ſibly the expenſe of flood-gates at the head of the cut, which, if needed, may here be eaſily applied at the old lock. -- As a further improvement and ſafety to the entry of the preſent lock, being too near he dam, I would propoſe to drive about ſix large piles, reaching about three feet. tabove common water, and caped with a rail, ſo as to lead in the veſſels in the ſame manner as if the cut had been ſo much longer, theſe being at twenty-feet diſtance, will: make in the whole one hundred feet extenſion. - It has been ſuggeſted by Mr. Martin, that the having two locks, or ſeparate paſ- ſages, would be very advantageous, particularly below the junétion of the two rivers, not. only for facilitating the paſſage of the numerous veſſels, but that one lock might be open, while the other was cloſed for repairs; and this circumſtance would doubtleſs ſtill give the preference to a cut through the marſh, if it could be obtained, but as the chief difficulty as I underſtand has laid amongſt the land owners, having right of common upon the marſh, it appears to me, that provided the flood-wheel of Brother- ton's mills were taken away, there would then be room for making a new and ſeparate additional lock and paſſage, parallel to the preſent one, ſtill leaving the other two- wheels of Brotherton's mill, that are in comrnon uſed, ſtanding for uſe where they are ; and in caſe this ſupplemental lock were firſt conſtrućted, then the alteration and re- moval of the preſent lock would be done at leiſure without any ſtoppage, or any. other inconvenience than the expenſe of building the ſupplemental lock. - - s J. SMEATON. Austhorpe, 29th Auguſt, 1778. , SOWERBY 1 244 I SOWERBY BRIDGE CANAL. The OPINION of John SMEAToN, engineer, respecting the best way of supplying the Sowerby Bridge cut with water from Holling's mill. MY idea always was to bring the water through the high grounds, by means of a tunnel made in the way of an adit or ſough, ſuch as thoſe made for draining collieries, which I would recommend to be done as follows; beginning from ſome proper place near the head of the canal, and in the ſtraighteſt direétion, that one or more ſtaples or ſough pits can be got down, and the matter coming thereout can be diſpoſed of, to carry on the ſame ſo as to come out at the day into the holme, that begins on the north ſide of the river juſt above Sowerby bridge, then to go on by an aquedućt cut along the ſkirt of the high ground, till you begin to interfere with the tail race of Holling's mill, then you ſet in an adit again, and go under or round the north end of the mill, and ſo into the head. This is the general outline of the projećt which I have formerly communicated; what is now particularly to be mentioned is, that I would begin the tail of the tunnel or adit, ſo low that its bottom ſhall be at leaſt as low as the bottom of the canal, which the deſcent to the river there will eaſily admit of a trench to clear any water that ſhall be raiſed in carrying on the tunnel ; the bottom of the tunnel to be carried on upon as dead a level as poſſible, or to allow for a better cur- rent you may begin upon a lower level; but as it will take too great a length of time to carry it on wholly from the tail upwards, I would adviſe the tunnel to be begun at both ends, and meet in the intermediate way. - - The weſt end of the tunnel may be begun about three or four feet below the level of Sowerby bridge dam’s water, and being furniſhed with a ſhort pump to raiſe the water about ſix feet, the drainage water will probably be overcome by pumping half an hour at the beginning of each day, and now and then when wanted, to carry this upon the deadeſt level they can, and at the meeting to reconcile the two drifts together, by taking away all ſudden turns, humps, and elbows ; it is poſſible that a conſiderable quantity of water may be raiſed in this tunnel, which will in part ſupply the naviga- tion, and which they can call their own; and it is alſo poſſible, that the tunnel may prove ſo full of ſprings, as to make pumping for the head of it two expenſive ; if this ſhould be the caſe, its bottom may be carried upon a level about ſix inches above Sowerby bridge dam's water, ſo as to clear itſelf, and the bottom may eaſily be cut down after the [ 24; 1 the meeting, ſo that the whole drainage will go off by a natural deſcent at the tail. The adit or tunnel at Holling's mill I would alſo adviſe to be begun by another ſet of men at the ſame time, beginning from the tail, about a foot above the common tail water of Holling’s mill, and running in upon a dead level; in the face of the bank, Juſt above the mill, to put down a ſtaple or ſough pit, and to carry up the drift to this pit; in this pit you muſt eſtabliſh a good clough or ſluice of about two feet wide, and when the whole is completed and ſecured, cut away from the pit into the mill head. While the above is doing, another ſet of hands may be making the opencaſt, which will be beſt if its bottom is inclined, ſo as to reconcile itſelf with the tail of the mill tunnel, and the head of Sowerby bridge tunnel, but if the ground will not readily admit of this, its bottom may be kept upon a higher level ; however, no part of it ſhould be upon a higher level than four feet below Holling's mill dam- head. When the tunnel and aquedućt are completed, they may be joined by banking up the tail drain of the mill tunnel, and the water, in riſing to its level, will find its way down the aquedućt, though its bottom ſhould be higher than that of the tunnel ; and a ſmall ſhuttle or ſluice being eſtabliſhed upon the tail drain of Sowerby bridge tunnel, the water will be forced into the canal by a proper aquedućt, either-open or covered, that muſt be prepared to give it paſſage, and by having a ſhuttle upon this laſt paſſage, the water may be let out of the tunnel at any time, in order to repair or alter any thing without letting off the canal. I covet to lay the bottom of the tunnels ſo much lower than might ſeem neceſſary, becauſe, as it can be done at the ſame expenſe, the pumping excepted, it will avoid all extra expenſe in making them larger than they muſt tinavoidably make them to work therein ; for by this means the tunnels being in a manner filled with water, they will vent a great quantity upon a ſmall difference of level from firſt to laſt, the water always tending to riſe to its own level; whereas, were the bottom made even with the ſurface of the canal, the water running then upon the bottom will require not only a conſiderable width to carry a quantity, but there will be a good deal of level loſt to make it run, inſomuch, that the whole would ſcarcely be ſufficient. I alſo covet the water ways to be thus ample, not that I ſuppoſe any conſiderable quantity will be wanted in ordinary from Holling’s mill, but that the canal on any occaſion of emptying it may be again filled in a ſhort time upon an emergence. - A ſluice will be proper at the head of the bridge tunnel to prevent the floods from Inaking a paſſage through it, and the aquedućt having its bottom made about four feet - wide I 246 I wide, with proper ſlopes, may afterwards be walled at three feet, or covered at two and a half feet wide, but I think it will be beſt to leave the aquedućt open at firſt, till it is ſeen how it ačts, and that if any amendment is neceſſary (which can eaſily be done: while open) it will be beſt done after trial. - - *- If any part of the tunnels want walling, I would by all means have them made ſuf- ficient for a man to get through, and the ſtaples, one at leaſt in the middle, to be: walled, and properly covered, ſo as to be uſed on occaſions. . J. SMEATON. g Austhorpe, 14th January, 1772. º *UERIES I 247 , ] DUBLIN GRAND CANAL. *QUERIES from the company of undertakers of the Grand Canal, as amended and approved the 3d day of August, 1773, and ordered to be laid before John SMEATON, esq. engineer, and F. R. S. YOUR approved integrity and abilities as an engineer, induced the company to requeſt you to come to Ireland and inſpect the line and tračts propoſed for the intended navigation of the Grand Canal from the city of Dublin to the river Shannon, and alſo for the collateral canals to the Boyne and Barrow, with ſo much of the river Barrow as lies between Portarlington and Athy, and perſonally to view the country adjoining to theſe tracts, and to report in writing the lines you would recommend, and the plans according to which you would adviſe the undertakers to proceed in making them navigable, and to adviſe what you think neceſſary, not only with regard to the conſtrućtion and dimenſions of the locks and navigation, but alſo the mode of condućting and carrying the ſame into execution, in the moſt effectual and expedi- tious manner, for the common good of the kingdom, and the intereſt of the under- takers; and though we are confident, that in ſo doing, nothing material to our intereſt, or for the general improvement of this kingdom, relative to this ſubjećt, that can occur, will eſcape your notice, or paſs without being fully repreſented to us, yet we are deſirous (among other matters which you may think neceſſary) of having the follow- ing queſtions particularly confidered, and as fully anſwered as the nature of them will admit. - , ~ - QUERIES. 1ſt. How and where would you adviſe that the canal ſhould terminate next the city of Dublin Here you are to take into confideration the different kinds of merchandiſe and manufactures which are likely to paſs by the canal, and, whether for ſuch goods it will be neceſſary for the company to erect any, and what kind of wharfs, ware- houſes, toll-houſes, or other offices, contiguous to the termination, and where, and what avenues and paſſages may conveniently be opened from thence to the different parts of the city ? 2d. Do you think it would be of general advantage to make a navigable communi- cation between the canal and the harbour of Dublin, ſo that goods paſſing by the canal (particularly ſuch as are imported, or to be exported) may be ſubjećted to as g- little I as: l little land carriage as poſſible * if ſo, you are to ſay where, and of what dimenſions, and in what manner you would recommend ſuch a communication to be, and to con- fider the quantity of water that will be neceſſary for its ſupply. Several tracts have been propoſed for the communication, between the canal and the harbour of Dublin; in particular, one, nearly in the ſame direétion as the new environ road, one to paſs the city baſon, and to croſs Thomas-ſtreet, near Crane-lane, and to terminate near lord Moira's houſe, and one to croſs James's-ſtreet, to enter the Liffey oppoſite the barracks; the others will on enquiry be pointed out to you. 3d. Is there any part of the preſent cut for the canal (between the city of Dublin, and Sallin's-bridge, near the Liffey) from which you would now adviſe a variation ? 4th. There are three places pointed out as proper for croſſing the river Liffey, the firſt near Chain-bridge, by which means it is ſaid, the deep ſinking on the high ground, or hill of Downings, would be avoided, and a very conſiderable expenſe ſaved thereby to the undertakers. The ſecond is at Waterſtown Ford. The third the preſent line. You are therefore not only to examine them, but alſo the river up and down ſtream, and to recommend the place which ſhall appear to you moſt for the company’s advan- tage. You are likewiſe to ſay how the canal ſhould paſs that river, whether by a dam or penlock, or by an aquedućt bridge; if by the latter, give the dimenſions of it, and what additional works may be requiſite there. Lº 5th. There are three ways propoſed for avoiding the high ground of Downings, beſide that mentioned in the foregoing queſtion: Firſt, by carrying the canal from . Sallin's to Carrah-bridge, and there croſſing the river. Secondly, by continuing the canal further up the eaſt fide of the river, to croſs at Gammonſtown, and through the bog of Donore, to the Blackwood river. Thirdly, by departing from the preſent line at Aughpadin, and paſſing by Killebegges and Blackwood. You are requeſted to be particular in examining thoſe three paſſages, and to give your opinion whether it would be moſt for the advantage of the company to adopt one of them, or to carry the canal through Landenſtown, Downings, and Graig, in its preſent direétion. You are to obſerve that the hill of Downings is a clayey lime-ſtone gravel, and to ſay whether any, and what uſe may be made of it on the bog of Allen 6th. If you think it expedient that the canal ſhould be continued in the preſent line to the Blackwood river, would you adviſe finking it through Landenſtown, Downings, and Graig, to the ſame level as at Sallin's-bridge, as by that means ſome lockage . . . . * - : would [ 249 l would be favéd, the canal of partition made much longer, and the Morrell, with part of the river Liffey, brought to the point of partage 2 7th. Whether you would recommend carrying the canal in a tunnel or arch through the hill of Downings, or making it an open navigation 2 - 8th. You are to confider the nature of the bog of Allen, and ſay, whether you think a permanent canal can be made through it, and the methods you would recomi- mend to effect it 2 . 9th. You are to examine the line (as marked out) from Downings to Lullymore, and ſay, whether the canal can be carried in that tračt on one level quite through the bog, or how many different levels will be neceſſary 16th. You are to examine whether the low part of the bog, between the Cuſh and the Figuile rivers may not be avoided, and the canal of partition carried ſeveral miles farther than in the preſent line, by paſſing from the wood of Allen towards Edenderry, and north of river Lyons, to or near Philipſtown, and alſo, whether a more favour- able paſſage to the river Shannon cannot be found, than through the high grounds of Knockvalleybay, and by the Maiden and Bruſha rivers, and whether you would adviſe this junétion by a canal, or clearing the Bruſha where it is not navigable : - 11th. There are three tracts propoſed for the cut of communication between the canal and the river Barrow. Firſt, from Cardiffstown or Sallins by Naas, in nearly a right line to Athy. Secondly, along the Blackwood river to enter the Barrow at Monſtereven. Thirdly, by a cut from the canal between the Cuſh and Figuile rivers, to enter the Barrow near Portarlington, you are therefore to ſay, which of theſe you would recommend, or what other, and mention the depth and dimenſions you would recommend for this collateral canal and its locks, and for boats of what burthen P 12th. There are two tračts propoſed for the collateral branch to the river Boyne, one from the canal near Lullymore to Edenderry, the other by the Black Water, give your opinion which of theſe the company ought to adopt, or what other, and mention the depth and dimenſions you would recommend for this collateral canal, and its locks, and for boats of what burthen? -: * Vol. II. K k 13th. What e. [ 25o J 13th. What harbours, wharfs, and warehouſes do you think neceſſary at the great roads where they are interſe&ted by the canal, and where it is probable, goods may be loaded or unloaded ? - 14th. Do you think lock-houſes are neceſſary, mention their uſes 2 15th. What probable quantity of water will be neceſſary for the ſupply of the canal, what depth and dimenſions would you adviſe the canal to be made, and what burthened boats would you recommend ? 16th. Do you think the Blackwood river ſufficient for the ſupply of the canal, if not, you are to ſay from whence you would propoſe drawing the greateſt neceſſary quantity, and at what probable expenſe 2 - 17th. If you think part of the river Liffey neceſſary, would you adviſe taking it up at Gammonſtown, and to enter the canal at Sallins, or to draw it from New Bridge round Raſberry and the iſland of Allen to the canal of partition, at the Blackwood river, or where elſe 2 18th. If you think the Morell river neceſſary, pleaſe to ſay how, and where you would propoſe that it ſhould enter the canal P - 19th. Will there be reſervoirs neceſſary, if ſo, where, and of what dimenſions? 20th. Do you think it the intereſt of the company to begin the works at, or weſt of Downings, before thoſe from Dublin to Aughpadin ſhall be finiſhed, and be ſo good to adviſe the particular parts of the navigation you would recommend to be firſt 'executed P 21ſt. Is it neceſſary to have convenient places on the canal during its execution. wherein implements, &c. may be ſafely depoſited, or do you think the company's general ſtores in Dublin entirely ſufficient and convenient for that purpoſe ; may not, the Dublin ſtores be fixed on the line? • 22d. After receiving full information and ſatisfaction, relative to the materials which the company can conveniently procure for the locks and other works, you are requeſted to give your opinion of them, and in particular, to ſay, whether building them of te ftone I 251 I ſtone ſquared or dreſſed with the hammer (copeing quoins, cove and other particular ſtones excepted) would not prove ſufficiently permanent, and more to the advantage of the company, than by building entirely with cut or chiſeled ſtone. 23d. You are to give your opinion of the permanency and conſtruction of the locks now building for the company, near the city baſon, by Mr. Trail, as well as thoſe built by Mr. Omer, at Clonaughleſs, Ballykealy, and Clonburrowes. 24th. In giving your opinion upon the above queries, you will conſider and declare your ſentiments, whether the parts of the line already cut, and the works done thereon, are of ſuch uſe and benefit, that it will be moſt proper and advantageous to go on and continue them, or in any and what places, and how deviate from them : 25th. If there occur to you any convenient places on the line for mills, bleach-yards, or any other, and what benefits that may ariſe to the company from the canal water banks, land, &c. be ſo good to mention them, and alſo if you would recommend a turnpike road to be made on the banks of the canal, and in what manner note, the company by their ačt of incorporation have a right to ere&t turnpikes. 26th. There is a contračt between the city of Dublin and the company, that the city baſon ſhould be amply ſupplied with water for the uſe of the inhabitants: how and in what manner would you recommend the company to provide for that ſupply of pipe water 2 27th. It is ſubmitted to you, whether for the reaſons that will be mentioned to you, inſtead of endeavouring to avoid the bog of Allen, it will or will not be much for the advantage of the company to carry the line as far through it as can be done with pro- priety, and whether the draining and improving that great waſte by means of the canal running through it, will not alſo be a matter of great national utility: The iſ 252 I The REPORT of John SMEATo N, engineer, upon his view of the country through which the Grand Canal is proposed to pass, and in answer to several matters contained in the queries of the company of undertakers of the Grand Canal, as agreed to on the 3d of August, 1773. - (1.) HAVING carefully peruſed the matter contained in the queries, which the com- pany of undertakers of the Grand Canal have done me the honour to lay.before me, and having examined the face of the country through which the lines of this very exten- five ſcheme of navigation are propoſed to paſs; a ſcheme ſo extenſive, that it has taken fourteen days merely to go over the ground ; and though it cannot poſſibly be ex- pećted, that in ſo ſmall a ſpace of time I can give a poſitive and diſtinét anſwer, to all the ſeveral matters contained in the ſaid queries, which, in fact, comprehend the modelling of the whole of this great project, which I could ſcarcely undertake to per- form with accuracy, and upon my own knowledge, in twelve months of uninterrupted attention; yet from the view that I have taken, and the aſſiſtance that I have received, from the ſeveral plans, ſeótions and papers. that have been put into my hands, relative to the affair, as well as from the perſonal attendance and information of Mr. Trail, the company’s engineer, I find myſelf enabled to paſs ſome general judgment upon the outlines and leading marks of the great deſign before me ; and as I doubt not, but . that the company will be deſirous of being acquainted with my ſentiments as early as poſſible, I will endeavour to throw together the principal matters that have occurred to me, in as ſhort a manner as poſſible; and as I find I can do it in a ſhorter way, by a conſideration of the whole matter before me, than by purſuing the queries in the particular order in which they are ſtated, I beg leave to do it in this way, for the preſent, reſerving a more particular diſcuſſion of the matter contained in the *]ueries, to a future report, to be made more at leiſure, and upon, ſuch further ſurveys and enquiries, as may be thought neceſſary by the company, in conſequence of what is ſuggeſted in this preſent report. (2.) In the firſt place I beg leave to obſerve, that the execution of a ſcheme of inland navigation, is of all others the moſt embarraſſed with obſtacles and difficulties, ariſing from a difference of intereſt, property, and opinion, which increaſe in propor- tion as the deſign is more extenſive. I perhaps ſhall not be wrong in ſaying, that no very extenſive enterpriſe of this kind has yet been brought to a completion, even "where oppoſition of intereſt and opinion may be ſuppoſed in a great meaſure out of the [ 253 J the queſtion.--The Czar Peter, after a very great expenſe, and carrying on his works to a great length, was obliged to lay aſide the execution of his great projećt of a canal from the Volga to the Don, and which has never ſince been reſumed: and the canal of Languedoc, though driven through by Louis XIV. at the expenſe of above 366co;ooo ſterling, was at laſt terminated, though a canal of ſix feet water, in a river that in dry ſeaſons in ſummer for a great extent has not above three feet of water; and to remove which defect, it has been computed by the French engineers, it will coſt a further ſum amounting to £50,000, ſo that even this canal may be ſaid to be incomplete as to execution; and it is very certain, that as to revenue over and above repairs, it is ſo ſmall that it bears no proportion to the intereſt of the capital expended. (3.) The greateſt fault of the plan now before me, is, that (as it appears to me) it is too extenſive ; I cannot help therefore moſt earneſtly adviſing the company, to con- fine, their propoſition for the preſent, to ſome one point of view ; and to take that which is moſt immediately and moſt certainly likely to turn to advantage; provided that it be carried on in ſuch a way as that the firſt plan may be capable of extenſion ; for one propoſition carried through to ſatisfaction, is the moſt likely way to produce a further extenſion, and gradually to get the whole into execution. (4.) From every thing I have ſeen, heard, and read, concerning the trade that is likely to be carried on upon this canal, I am of opinion, that flat-bottomed veſſels from thirteen to fourteen feet wide, fifty-ſix feet extreme length, ſtem and ſtern poſt, and drawing from three and a half to four feet water will anſwer every purpoſe:–ſuch veſſels, even if decked, and not made unneceſſarily heavy, will carry thirty-three tons neat weight.—I chooſe veſſels of this conſtrućtion rather than thoſe more narrow and long, becauſe they are better adapted to ſail in the tide ways, and in broad lakes, whenever the canal ſhall be brought down to the Liffey at Dublin, or extended to the Shannon, which I think are points always to be kept in view :—open boats, lighter built, of the above dimenſions will carry above forty tons; and it ſeems to me, that veſſels not exceeding theſe ſizes will anſwer the purpoſes of the trade of the country better than' larger, becauſe they will be leſs detained in getting a loading to or from any particular place, will make more quick returns, and be more eaſily managed: it , is indeed not poſſible for me in a ſmall ſpace of time to have a comprehenſive view- of the trade, manufactures, and conneétions of a country; but this I know, that the ... artificial navigation, which of all thoſe in England has turned out the greateſt profit to the undertakers, and does the moſt buſineſs, (which is that of the Air and Calder in Yorkſhire) is carried on in veſſels not exceeding the above dimenſions. (5.) The [ 254 | (5.) The ſize of the largeſt veſſels being fixed, the fize of the canal and locks will be determined thereby, viz. the locks to be fourteen feet wide, ſixty feet long in the clear pool, and four feet one inch of water over the threſholds.-A canal for ſuch veſſels where there is no extra digging or hardneſs in the ſoil; in order to enable the veſſels to paſs one another, and move freely, ſhould be dug to a twenty-four feet bottom, with ſlopes or batters as three to four, that is, to fall back four feet, in three feet perpendicular; and to be dug to four feet nine inches depth of water, when there is four feet one inch over the lock threſholds : but where there is extra cutting, hard matter, or rock, the bottom may be reduced to a leſs width, that is, to twenty, eighteen, or even fixteen feet; but then if thoſe contraćtions are extenſive, paſſing places ſhould be made in the moſt favourable parts; and the depth may in rock be reduced to a littie more than the lock threſholds. --> - (6.) The grand canal, as it has already been dug, is in general not wider than neceſ. ſary for veſſels of the dimenſions ſpecified; but on the contrary, in many places is more contraćted than I ſhould have laid it out. I do not find, however, any place too ºnarrow to admit of the paſſage of ſuch veſſels; and though it may be proper to widen ſome of them, yet I would recommend to make as few alterations as poſſible in the preſent works. This redućtion propoſed in the draft of water, from what was originally propoſed, viz. five feet three inches over the lock threſholds, and fix feet in other places, will, I apprehend, make a conſiderable difference in the expenſe, not only of finiſhing the works that have been begun, but thoſe that are to be done; as I have found that more expenſe attends the making and maintaining depth of water than width. (7.) In the next place I beg leave to acquaint the company, that I have viewed all the courſes pointed out in the ſeveral queries, for obtaining a paſſage from the eaſt country into the bog of Allen; but as I obſerve that a continued chain of high ground, ſtretches itſelf on the weſt ſide the Liffey from north to ſouth, they differ only in being more or leſs high, more or leſs broad, or more or leſs round about 5–had the courſe of the canal been undetermined, no money laid out, or lands purchaſed upon any of theſe paſſages, I might have heſitated in determining my choice upon ocular inſpec- tion ; and might have cauſed ſurveys and ſeótions to be made of others, as well as the preſent courſe through the high grounds at Downings; but when I conſider that what cutting has been made there will be in aid of what is to be done, together with the grounds purchaſed and paid for; I ſee no way of avoiding this paſſage now, but what will in effect be the changing a leſs difficulty for a greater: it ſeems therefore moſt eligible, to make the beſt of this paſſage: but if any gentleman that has pointed I. 235 I pointed out any of the ſeveral ways mentioned, to avoid the deep cutting at the hiſi of Downings is unſatisfied by this opinion, which is the beſt I can form upon ocular inſpection only, I am now from this view enabled to direct ſuch ſurveys and ſečtions to be made, as are neseſſary to determine the affair upon ſcientific principles. (8.) Finding, previous to my view, the paſſage at Downings every where mentioned as a hill, it ſeemed extraordinary that any one ſhould think of going through a hill, if they could go round it; but as I have already mentioned, here is a chain of riſing grounds, and this is the loweſt neck between two of the more elevated riſes, that is moſt direétly in the line, and ſhorteſt; and I am not ſure that it is not the very loweſt and moſt eligible, even if nothing had been done. The deep ſinking in the rocks at Gollerſtown, I think might have been in a great meaſure avoided; but as this difficulty is in great part overcome, it does not ſeem now proper to depart from it; I cannot, therefore, now adviſe any part of the line to be varied from the city of Dublin to the entrance of the bog of Allen. As I look upon bogs to be an uncertain ſoil to form canals. in, and to be avoided as, much as poſſible, this, together with the great extent of it, between the hill of Downings and Philipſtown, and the irregular ſurface thereof, greatly enhances the difficulty; and adding to this the low bog between the Cuſhaling and Figuile rivers, which will either occaſion two ſummits of partition, or a great increaſe of deep ſinking at Nockballyboy (being a ſummit weſt of Philipſtown, and which I ſee: no adequate means of avoiding), I ſay that thoſe difficulties put together, are ſo great objećtions to the preſent line from the Togher of Graig to Philipſtown, that I can by: no means recommend a canal to be executed thereupon. (9.) In conſequence of what is ſuggeſted in the Ioth query, I have reconnoitered the icountry north of the preſent propoſed line from the Togher of Graig to Philipſtown, and as cloſely as the ſeaſon of the year, the wetneſs of the bogs and time would permit; and it ſeems to me that a line more favorable than the preſent propoſed one may be found: by traverſing from point to point upon the ſkirt of the high ground, called the Wood. of Allen, and from thence paſſing that part of the bog near the head of the Boyne towards Edenderry, falling in with the iſland of firm ground called Derryſacod ; and, from thence either through the hollow on the north ſide of the hill of Ballykillin; or, if that ſhall occaſion too much deep cutting round the ſkirt on the ſouth and ſouth- weſt ſide of the ſaid, hill, to the north ſide of river Lyon's houſe, and from thence: &eeping nearly parallel to the Figuile river to Philipſtown, by which means the very. ſoft bog.on the ſouth of river Lyon’s houſe will be avoided. This courſe it will be: proper to have particularly examined by the level, and as it will take up ſome time, it: ſhould. I' 256 I fhould be at a favorable ſeaſon of the year, when the bogs are more dry; a ſe&tion and plan to be made thereof, which, froth the view that I have had of the country, I ſhall not only be enabled to judge of when doñe, but to give ſome more particular directions for the doing thereof when thought proper by the company. According to this idea, the canal of partition, if found favorable this way, will extend from the eaſt ſide of the deep cutting at Downings to the weſt fide of the deep cutting at Nockballyboy, which wili probably be a courſe of about twenty miles; and in this diſtrićt all the difficulty fies; for, after getting through the neck of the laſt-mentioned ſummit, the ground jies as favorably as poſſible to Tullimore, and from thence by the valley in which the Mäiden ànd Bruſnå rivers have their courſe to the Shannon. Thoſe rivers at the time of my view overflowed the valley in many places, ſo as to make it impračticable to purſue them cloſely ; but as the valleys in which they lie are in general open, with flat grounds on each ſide, there cannot occur any confiderable difficulty; the principal will be in cutting through a ſumthit a little above Firbane to avoid the mill-race and eel weirs about that place. After the Maiden joins the Bruſna, it appears by the plan and ſoundings of the river taken by Mr. Trail; that long ſtretches of deep water occur théréin; 3t ſeems, therefore, a ſaving of expenſe where theſe occur, to make uſe of the river; but where mills, weirs, ſhoals, and other impediments to navigation occur, that cºnflöt eaſily, or with certainty, be removed, there the beſt and often the only praćti- cable way is to cut a canal with locks upon it, by them ; and if the preſent propoſition of reducing the navigation to boats drawing no more than four feet water, be adopted, it will occur, that the length of ſeveral of the canals may be ſhortened, and thereby expenſes ſaved. b • • . (16.) Reſpečing the junétion of the river Barrow, after the canal is carried to the Tôgher of Graig; as I have already adviſed a new line to be ſurveyed more to the forth than the preſent, the branch for the Barrow will moſt naturally here divide, and go by the trađt of the river Blackwood to the Barrow, in which ſpace there ſeems not the feaſt impediment to the paſſage of a canal, or any extra expenſe likely to attend it, except in paſſing the town, and ſome ground a little too high at Rathangań; and as the Whole courſe of the Barrow from Portarlingtön to Athy Hes very flat, the whole may be conneéted by navigable paſſages at a very moderate expenſe, in proportion to the ex- tent of country, whoſe produce will be hereby brought to communicate; ſo that if it be true that as great a trade will be carried on with Dublin from the Barrow as from the Shannon, I cannot heſitate in adviſing the company firſt to complete a navigation to the Barrow before they begin to work from the Togher of Graig towards the Shannon, and that for theſe reaſons: - . . . . . (I I.) As [ 257 l (11.) As the junétion with the Barrow will at any rate coſt much leſs than the junétion with the Shannon, the company will be able to make a much better dividend of profits upon their outlay than if they go to the Shannon. (12.) If the dividend is good, this will of all others be the greateſt inducement to go afterwards to the Shannon, if bad, it will prevent the company from embarking in a ſcheme that would turn out to their detriment. (13.) If the company have money to execute one, and not both, that which will turn out moſt profitable to themſelves, will be ſo to the public. (14.) If the company have money to execute the leſs and not the greater; the executed ſcheme will make a good return, and be of great uſe; but the unexecuted ſcheme will make very little, if any, return, though it may be of ſome ſmall uſe. (15.) I doubt not but that with the ſum of money that the company can rely on, they may complete their works to Athy; but yet I would adviſe the ſtrićteſt economy that a large company can poſſibly uſe, to be put in pračtice; and then they may have formething to ſpare towards the Shannon; but I cannot undertake to ſay as much, if they proceed firſt for the Shannon, even if the line now propoſed ſhould turn out fa- vorable. (16.) On the head of economy I cannot help taking notice, that there is nothing ſo conducive thereto as unanimity. I have had occaſion to obſerve, that the worſt way of doing a thing, if carried on with unanimity, will often be attended with leſs expenſes than the beſt, if the execution is diſtraćted by a variety of opinions ; perfeót unanimity in a company, conſiſting of many members, is not to be expected long together ; but it would have nearly the ſame effect, if it were poſſible for the minority to think them- ſelves bound by the opinion of the majority. I aſk pardon for launching out upon a ſubjećt not ſo immediately a part of my profeſſion, but as the company deſire me in general terms, to point out whatever may be for their benefit and advantage, as well as thoſe of the public, in carrying this grand undertaking into execution, I could not help ſeizing the opportunity of pointing out what is of the greateſt conſequence of all others. . (17.) It ſeems to me, that the firſt thing to be aimed at is to complete the naviga- tion from its preſent termination, near the city baſon, to Sallin's bridge; and a ware- . Vol. II. L l - - houſe I 258 I houſe of a moderate ſize being built at each end, it may be expected that the greateſt part of the goods that now go by land from the ſouth-weſtern parts of the kingdom, would come upon the canal, and bring ſomething in ; and probably ſome ſpecies would come that do not now come at all, of which turf may be one. A conſiderable warehouſe will be wanted in time at the Dublin termination, but warehouſes may be added as they are wanted. (18.) I have viewed all the ways propoſed for joining the canal with the Liffey at Dublin, and all are practicable, of which I doubt not but that by the environ road will be the moſt expenſive ; but were it leaſt ſo, I think it moſt liable to objećtion, becauſe the naviga- tion by the other routs being carried by the Liffey through the heart of the city, thereby all the warehouſes, upon the very extenſive quays on each ſide of the river, would be- come ſo many warehouſes for the navigation, ſo that none would be neceſſary on the company's account. Of the others; that by croſſing James's-ſtreet, to enter the Liffey oppoſite the barracks, ſeems, at preſent, the leaſt encumbered and the moſt direét courſe: but as the going down to the Liffey will, at any rate, be attended with a great expenſe, and as the ſeveral avenues to the town will be connected by the environ road, and the preſent termination of the canal, I am of opinion that the joining of the Liffey ſhould be the laſt thing done, and not till the circumſtances of the trade of the Grand Canal ſhall, from ačtual experience, ſhew it to be neceſſary. - (19.) I ſhould hardly propoſe the moving weſtward, till the navigation to Sallin's bridge was completed; but as the cutting the neck of the hill of Downings, (or the making good any other paſſage through that chain of hills), will take up a confiderable time to do it with proper economy, I would adviſe to recommence the work there; and I believe that not only boats at each end of the deep cut, but machinery, might be employed in the middle to good advantage. I believe it would be right to keep a ſeparate account of the work weſt of Liffey, by which means the company will be enabled to ſee what expenſe it coſts to complete the works, delivered over to them between the city baſon and Salin's bridge. • - - (20.) The maſonry of the locks now building by Mr. Trail, near the city of Dublin, ap- pears to me to be done in the moſt permanent and ſubſtantial manner; I cannot ſay the ſame thing of thoſe at Clonaughleſs, Ballykealy, and Clonboroughs; but I do not think the neceſſary degree of firmneſs in the laſt-mentioned locks, ſo much deficient on ac- count of the ſort of maſonry made uſe of, as the want of proper method and proportion. The ſort of marble wherewith all the locks are built, I perceive is very expenſive to chiſel ſ 259 1 chiſel fair; otherwiſe I ſhould not recommend the uſe of any thing but chiſeled ſtone in the face of the work: I perceive, however, that the beſt ſpecies of hammer dreſſed work will ſtand very well, eſpecially if ſet with good cement, which, indeed, is the very effence of good maſonry. I ſaw a lock upon the Shannon, about three miles and a half below Banagher, which has been in uſe eighteen years, is built with the ſame kind of ftones, hammer dreſſed, and has ſtood very well; I underſtand it was built by Mr. Omer; it is in the ſame ſtile of work as thoſe at Ballykealy, &c. but is only eighteen feet and a half wide, whereas thoſe at Ballykealy, &c. are twenty. The lime of this country ſeems very good, particularly for dry work; the lime uſed in the Shannon lock, which, I think, has ſtood better than that at Ballykealy, &c. has not waſhed or decayed by the water, but had not acquired a ſtony hardneſs; for this reaſon I would recommend the uſe of pozzelana, which has been imported from Italy to ſeveral of the works that I have been concerned for in Great Britain, at the price of forty-two and forty-three ſhillings per ton; as it comes much cheaper than terras, it can be made a more liberal uſe of, and as it is in many reſpects preferable, it will greatly contribute to the eſtabliſhment of good maſonry: I therefore think, that, conſidering the great difference here between hammered and chiſeled work, and that it ſeems requiſite to reduce the expenditure upon the locks, whenever it can be conſiſtent with that duration and permanency which they ought to have ; that good large hammered work, interſperſed with good bond-ſtones in every courſe, jointed and pointed with pozzelana mortar, the quoins, ſell-arches, cove- ſtones, and caping being chiſeled, will produce work ſufficiently durable, and more to the profit of the undertakers, than expending large ſums of money in-conſtructions, that though more perfect, yet ſuch as in point of utility the difference will hardly appear in fifty years. (21.) Reſpecting the communication with the Boyne, as I have recommended the line to go nearly to the head thereof, and as the Boyne runs in a very flat courſe till it is paſt Edenderry, it is plain that a junétion therewith, in the line propoſed, will be pračticable ; and this, conſidering the ſcope of my advice to the company, to have only one immediate point in view, ſeems to be all that it is now neceſſary to ſay about it. - (22.) I have viewed two paſſages from Sallin's bridge to Athy,without going through the Downings, and beſide the appearance of a want of water at the ſummits, will coſt more than the paſſage at Downings, and as this paſſage would leave the extenſion to the Shannon quite out of the queſtion, on all theſe accounts, I look upon the propoſition - of [ 26o J of a direét paſſage from Sallin's bridge to Athy, if not pračticable, at leaſt as very ineligible. - 4 J. SMEATON. Dublin, 6th Oétober, 1773. - (23.) P. S. There is no doubt of the pračticability of bringing a ſufficiency of water to the point of partition. • . J. S. ---------- -------- smººn-gº-ºº-mºm *sadº-mºmºmºss-sea-º-º-º-easº Navigation-houſe, Oétober 6th, 1773. At a meeting of the company of undertakers of the Grand Canal, RED Mon D MoRREs, eſq. in the chair, Reſolved—That a committee be appointed to take Mr. SMEATON's report into con- ſideration ; any five of whom to be a quorum. : - And a committee was accordingly appointed and ordered to meet to-morrow morning, at ten o’clock, for that purpoſe. - Navigation-houſe, 7th Oétober, 1773. At a meeting of the committee appointed to conſider Mr. SME Aton’s report, Mr. EDwARD STRETTELL, in the chair, THE committee appointed to take into confideration the report of John Smeaton, eſq. engineer, who attended in compliance with the deſire of the company, on the 6th inſtant, having requeſted his opinion of the beſt line wherein to carry the Grand Canal from the hill of Downings to the river Shannon, the junction with that river being the , great objećt which they have moſt particularly at heart, he recommended a ſurvey to be . immediately taken of the ground, as mentioned in his report, in anſwer to the tenth , query, I 261 | query, from the Togher of Graig, in the bog $f Allen, to Philipſtown, as he expects that the ſaid new line will be executed with greater certainty, much ſooner, and at leſs expenſe than that formerly propoſed through the bog of Allen ; and Mr. Trail having declared that he fully agreed in the ſame ſentiment, the tenth query having been for that reaſon ſuggeſted by him, it was reſolved to be the opinion of the committee, that Mr. Trail and Mr. Jeſſop ſhould be furniſhed with inſtructions to proceed immediately upon the ſaid ſurvey. § … ºn - * s IRISH 262 I The FURTHER REPORT of John SMEAron, engineer, in answer to the . queries proposed by the company of undertakers of the Grand Canal, the 3d of August, 1773. - - . . . . . . - . . . . To the court of direétors of the Grand Canal, Ireland. GENT L E MEN, * : 3’ I NOW fit down to give you a more particular anſwer to the queries that you did me the honour to put into my hands in the month of September, 1773, than from the want of time, and ſome circumſtances neceſſary to be aſcertained for the forming my opinion at large, after a general view of the premiſes (which was taken in fourteen days) I was then enabled to do; but yet, upon which view I took the opportunity of ſuggeſting ſome of the great outlines relative to this buſineſs in the report then made to you, bearing date 6th Oétober following: and though a confiderable length of time has elapſed ſince the date of that report, and ſeveral ſteps have been taken by the company in conſequence thereof, which in ſome reſpects alter the face of the buſineſs, yet, as the grand point then in view, of carrying the navigation from Dublin to the Shannon, ſtill ſtands an undetermined queſtion, both as to the abſolute praćticability thereof, and, as to the moſt pračticable and adviſeable road of carrying the ſame into execution, I flatter myſelf that what I now have to ſay will not come out of ſeaſon, or be leſs to the purpoſe on account of the length of time that has elapſed, which has, in fačt, put it in my power more maturely to weigh and conſider the circumſtances at- tending, and likely to attend, this buſineſs. And as my ſaid report of the 6th of Oc- tober, 1773, contains a conſiderable quantity of matter in anſwer to the ſubječt of thoſe queries, and as this report has been printed, together with the ſaid queries, which I conclude is in every one’s hands any ways intereſted in this matter, to avoid unneceſſary repetitions, I ſhall, in this further report or anſwer to the ſaid queries, occaſionally refer to the ſaid printed copies of both ; and that we may go on more ſmoothly together, I muſt deſire that the ſaid queries and report may be laid before you, and that you will take the trouble of numbering the paragraphs of the report from one to twenty-two (excluſive of the P.S.) to which, by this means, I can more eaſily and readily refer, and though I have now ſeveral matters to touch upon, which will not come properly in direét anſwer to any of the queries, , yet, as in the preface to the company’s queries I am deſired, in general words, to report, in writing, the lines I would re- commend, and the plans according to which I would adviſe the undertakers to pro- - ceed I as ceed in making them navigable, and to adviſe what I think neceſſary, not only with- regard to the conſtrućtion and dimenſions of the locks and navigation, but alſo the mode of conduéting and carrying the ſame into execution in the moſt effectual and expedi- tious manner for the common good of the kingdom and intereſt of the undertakers. Under theſe general direétions I ſhall beg leave (after anſwering the queries, one by one, with references as aforeſaid) to ſubjoin what I have further to offer upon this ſubjećt. - * 1ſt. Anſwer to query 1ſt. The ſeveral objećts of this query are local circumſtances, which it requires to be well acquainted with the different kinds of merchandize and manufactures of the kingdom of Ireland, that are likely to paſs upon this canal, and the ſituation of trade in the city of Dublin, to anſwer properly, which the ſhort ſtay that I had it in my power to make did not enable me to become ; and at laſt it is rather a queſtion to be anſwered by mer- chants, traders, and manufacturers, than by engineers. It does not, however, to me. appear, that on ſuppoſition of the canal not entering the city itſelf, its preſent termi- nation is ill choſen, and, at any event, a large wharf and warehouſes will be wanted at the preſent termination. I would adviſe to begin with a very moderate one at firſt, to be added to as occaſion ſhall require, but to be poſitively ready as ſoon as the naviga- tion ſhall be completed from Sallin's bridge, to the preſent termination at Dublin. For I find nothing ſo common, after much impatience in getting a ſtretch of naviga- tion completed, in a great meaſure to loſe the uſe of it for ſome time for want of warehouſes at both terminations; but a very moderate one will always do at Sallin's bridge, as the navigation is propoſed to go further. See report, paragraphs or articles 17th and 18th. - To the 2d. This is almoſt fully anſwered in article 18th, ſo that it is only neceſſary to add, that the water that brings veſſels from Sallin's bridge will lock them down to the Liffey, and as many veſſels, notwithſtanding ſuch communications, will yet deliver at the preſent termination, and return weſt, there will be a redundancy of water at the preſent ter- mination. . This is fully anſwered in article 8th. To [ 264 To the 4th and 5th. See what is ſaid in article 7th, and firſt part of the 8th, to which I muſt add, that the only queſtion remaining in query 4th, is, where to croſs the Liffey 2 whether at Waterſtown ford, or at the preſent line, and how to be croſſed ? reſpecting the latter I have at preſent no doubt, but that it will be beſt croſſed upon an aquedućt bridge; nor do I look upon the reaſon given as valid for preferring Waterſtown ford to the preſent line; viz. becauſe upon the preſent, or Mr. Omer's line, the Liffey is ten feet deep in the loweſt ſtate of the river, and at Waterſtown ford only three feet deep ; doubt- leſs the caſe of building the bridge, ſimply conſidered, is greater at the ſhallow than the deep water; but as the river Liffey muſt have at all times a ſufficient paſſage, and on the ſame width, the deeper the water the greater the ſe&tion ; as well as relative to the ſame depth, the greater the width the greater the ſeótion; the determination of the preference ſhould rather follow from the quality of the foundation than the ſeótion of the river : at either place, rock, firm clay, or ſtrong gravel is preferable to bog, ſoft clay, or ſand; and if the preſent ſeótion is not adequate to the water that is to paſs, it can at either place be made ſo. The weather being rainy, and the Liffey ſwelled ſo as not to admit of croſſing it any where, except on bridges, prevented my making any aćtual examination of the foundation. An accurate ſe&tion being therefore made of the valley and river, deſcribing by borings or diggings, the qualities of ſoil, then the Proper conſtrućtion of the bridge may be aſcertained, and adviſed upon, and it is now time to enquire into this matter, ſo that the ſame may be aſcertained. In further anſwer to the 5th. I obſerve, that the hill or riſe of the Downings, where it is at preſent opened, is a very firm lime-ſtone gravel, which ſeems to ſtand very firm at an angle more elevated than 45°. And I am told that this lime-ſtone gravel laid upon the bog, produces an excellent meadow ſoil; but it is of little uſe for me to expatiate to you on a piece of huſbandry, which I firſt there learned myſelf; however, as the whole country, where not covered with bog, ſeems chiefly of the ſame kind of gravel, it is, however intrinſically valuable, by no means ſo ſcarce as to be fetched from Downings, in preference to an eaſier place. 2 . To the 6th. I can by no means adviſe ſuch deep ſinkings as are here ſuggeſted ; it will be found a very ſufficient undertaking to get it down to the level of the Blackwood river, which 3S [ 265 ..] as ſhewn in Mr.Trail's ſeótion, appears to be the leaſt ſinking that can be diſpenſed with to obtain water to the canal of partition. - - - . . . . To the 7th. The hill of Downings is ſo firm a gravel, and appears to be capable of ſtanding ſo much ſteeper than any kind of earth, clay, or gravel ſoil, that I have ſeen before, that I look upon arching to be altogether unneceſſary. , - - To the 8th. Having confidered the nature of the bog of Allen, with all the attention I am able, I can by no means retraćt what I have ſaid in my former report, the latter part of article 8th. I do not, however, mean to be underſtood, that I think it a confiderable degree of difficulty to form canals in bog where you can chooſe your level, ſo as never to have any extra cutting or banking of more than three or four feet. * * When a perſon takes a ride upon the Downings, or any eminence on the border of the bog of Allen, and caſts his eye upon that very extenſive flat, he would not imagine any difficulty in carrying a canal over it, or in croſſing it in any direétion ; I there- fore do not wonder that when Lord Strafford firſt caſt his penetrating eye over this bog, and perceived that it gave riſe to ſeveral of your principal rivers, which run from it in different direétions, he would readily form a deſign for their communication through this bog as their centre, and I can as readily conceive that thoſe who have gone after him, making uſe of ocular inſpection only, have as readily conceived, that the prac- ticability of this ſcheme was exceedingly eaſy. This, on ocular inſpection, has in ge- neral been taken for granted; it has only been by the late actual levels taken, that the difficulty has in any degree appeared: thirty or forty feet of ſlope, in ten or twelve miles, looks to the eye like a perfeót plain; but when this comes to be reduced to a water level, it will create a terrible finking or banking. It appears by thoſe levels, that the middle part of the bog is the loweſt of all, above thirty feet lower than the ſame bog at the eaſt and weſt ends, while thoſe are lower by above twenty feet than ſome of the intermediate parts, and are further barred up by very conſiderable riſes that cannot be avoided; that is, by the Downings at the eaſt end, riſing no leſs than forty-one feet above the level of Blackwood river, and at the weſt end, at Knockballyboy, by an aſcent of thirty-one, ſo that the natural drainage of this bog forming the heads of rivers, is by the middle taking their courſes north and ſouth, in a direélion quite con- Vol. II. § - M m trary tº ſ 266 j trary to the deſirable one of going from the eaſt to the weſt, Mr. Trail; has very judi- ciouſly endeavoured to avoid this difficulty upon the lins firſt chalked out, by making two canals of partition, and thereby finking the middle part of the canal; but ſtill, notwithſtanding thoſe different levels, there frequently occur ſinkings of the canal in the bog from eighteen to thirty-three feet deep for confiderable lengths together, ex- cluſive of the deep ſinkings at the Downings and Knockballyboy, which, though I do not ſay they cannot be done, yet cannot be done by any method that is known to me, or that has been ſuggeſted or pointed out to me, in any given time, or ſubjećt to any given eſtimate of expºſe. It is a kind of undertaking that has, in this degree of it, never been executed, to my knowledge, or attempted. Every thing that I have done and ſeen in bog, even in moderate deep finkings, has been attended with dif- ficulty, and uncertain expenſes, while, at the ſame time, where the level of a canal can be carried ſuperficially upon bog, it is a thing perfeótly eaſy. r & The piece of canal that has already been attempted in the bog, by no means con- vinces me of the pračticability of the thing; what has been done is by no means a ſpe- cimen of what is to be done; it is not ſunk to the depth nor width, the bottom is upon a confiderable deſcent capable of carrying off the drainage, and has been open for that purpoſe ſeveral years, being begun by Mr. Omer. - - - The fači is, wherever I have ſeen it tried, that till you get four, five, or ſix feet deep (according to the firmneſs of the bog) you go on very expeditiouſly, and without any difficulty ; but in going deeper, though the bog may be very firm at top, yet un- derneath retaining a great quantity of water, like a ſponge, it becomes very heavy, and not readily parting with its water, the upper part begins to preſs out the lower, or ſlide itſelf into the cavity, and ſo keeps coming in as you take it out, till the whole ſurface is lowered to a conſiderable diſtance. The finking a little at a time, as for in- tance, one ſpit of the ſpade annually, giving in the mean time leave for the water to drain off, and the adjacent bog to conſolidate, is the beſt method I know of, and think, with much labour and patience, you may get ten or twelve feet deep. Drain the bog, ſay they that think it eaſy ; true, this is a very effectual method, but then it is in this that all the difficulty conſiſts. No draia can operate below the level of the water it contains, and by the ſame rule that you can make a drain of a foot wide, and keep it open, you may make a canal of fifty feet wide and keep it open to the ſame depth, I do not mean to limit other mº's capacities, or to preclude the company from being adviſed by thoſe artiſts who may fee clearly what H do not, or whoſe particular expe- I have * T • -º ; : ºn I 267 I have had occaſion for; but I muſt ſay, that my particular experience, ſo far as it has gone in this particular ſubjećt, ſuggeſts this maxim, avoid a bog if you can, but by all means poffible, the going deep intô it; for will any conſideration prevail, on me to pronounce that pračticable, that I can foreſee no adequate means of effecting. and for this reaſon I muſt anſwer the 8th query in the negative. • º ! To the 9th. From what is ſaid in the preceding anſwer, it will eaſily be inferred, that if the car- rying the canal upon different levels in the preſent line will be attended with extreme difficulty, nad uncertain expenſe, the carrying it on one level will be reſpecting men's ſtrength and abilities altogether impračticable. | To the rôth. In anſwer to this ſee the 9th article of former report, iñ conſequence of which, and * of the reſolution of the committee thereon, Mr. Trail and Mr. Jeſſop proceeded upon. the level of the propoſed new line from the Wood of Allen to Philipſtown, of which levels Mr. Jeſſop made his report to me, and, as I underſtand that Mr. Jeſſop left a duplicate thereof with the company's ſecretary, it is unneceſſary to ſtate them here. From theſe levels it appears that the ground in this line is much better adapted to carry the canal of partition upon one level, than the former line upon ſeveral levels, as laid down in Mr. Trail's ſection; and in caſe more than one canal of partition is introduced, it is very immaterial into how many different levels, each deſcent from its reſpečtive canal of partition, is broken ; becauſe, by the known principle in artificial navigation, whatever number of locks there are in one deſcent, they are all worked by the ſame . water that will work the largeſt; and in regard to increaſing the number of locks, as they are capable of being reduced to an eſtimate, I think little of building a few ad- ditional locks, when put in contra-diſtinétion to ineſtimable difficulties. I therefore, upon the whole, cannot avoid coming to the ſame concluſion upon the former part of this query as upon the 8th. & The latter part of the 10th query is anſwered at the end of the 8th article, to which I have only to add, that from Philipſtown I ſee no likelihood of finding a better paſ- ſage than through the high grounds of Knockballyboy, and by the Maiden and Bruña rivers. To I 268 I To the 11th. • Of the three tracks here mentioned, having reconnoitered the country between Naas and Athy, ſee article 22d. now, in caſe I thought that a paſſage by the preſent line, through the bog of Allen, as propoſed by ſeveral levels, an executable ſcheme, that is, a ſcheme attended with ſuch a kind or degree of practicability that I would recommend the execution of it, then a branch canal from the loweſt part of the main canal, between the Cuſh and the Fuguile rivers, will be far the moſt proper, as being not only ſhorteſt, but there would be very little difference of level but what might be ſurmounted by one, or at moſt two locks between the low level of the canal and the Barrow at Portarlington ; and as there would be water coming down from both the canals of par- tition into this low level, they could not fail of plenty of water to work them down to the Barrow ; but, as I cannot recommend this ſcheme, as being ſufficiently executable, it will remain that the Blackwood river will be the adviſeable paſſage to the Barrow. See article 10th, and the reaſons given in the 11th, 12th, 13th, and 14th. I would not, however, recommend the paſſage by the Blackwood to fall into the Barrow at Monaſtereven, for reaſons that will hereafter be given. I would recommend the canal, veſſels, and locks, of the ſame ſize, as recommended in my report, articles 4th and 5th. - - - To the 12th. If either the preſent line, or the new one traced, as per query 10th, could be recom- mended as executable ſchemes, then a branch from the canal to fall in with the Boyne near Edenderry would be beſt to be adopted. See article 21. But, on a contrary ſup- poſition, I ſhould prefer the joining of the Blackwater, with the Blackwood river, for reaſons that will hereafter be ſubjoined: its locks and boats ſtill of the ſame di- *menſions. - . . . . - " - To the 13th. This being a local circumſtance, I am not enabled to give a general anſwer. To the 14th. Lock houſes at particular places are abſolutely neceſſary, . and every lock ſhould have. a lock houſe, were it not for the expenſe. At particular places they are neceſſary for - - examining I 269 examining the cargoes, and aſcertaining the tolls. At particular places they are ne- ceſſary for the proper regulation and diſtribution of the water, and at every lock they would be uſeful in being a check upon the boatmen and idle and evil minded perſons, in improperly and wantonly ſpending the water and damaging the works and ma- chinery. - - To the 15th. - The dimenſions of boats, locks, and canals, are amply ſet forth in articles 4th, sh, and 6th, and to locks of this ſize leſs than a third of the water will be ſufficient that will be neceſſary to work the locks, ſuch as have been built by Mr. Omer at Clonaugh- leſs, &c. - - * - * To the 16th. As the ſeaſon was rainy when I ſaw the Blackwood river, I have not the means of judging of the ſpecific quantity of water it affords in dry ſeaſons; but for the locks, as now propoſed, I apprehend the Blackwood will be ſufficient to carry on a navigation to a conſiderable extent of buſineſs, which ſtock of water may be conſiderably increaſed by forming reſervoirs for treaſuring up the waters of the Blackwood, &c. in rainy feaſons. To which end ſeveral hollows in the bog, lying above the level of the canal of partition, will be ſubſervient, into which the flood waters of Blackwood can be in- troduced, dams being put acroſs the outlets by which theſe hollows are naturally drained. - - N. To the 17th. The quantity of water that will be neceſſary, will, in a great meaſure, depend on the quantity of trade that will be carried on; it ſeems that the Blackwood, eſpecially with reſervoirs, will be ſufficient for the firſt outſet, and as the trade increaſes, the finances will alſo, and then additional ſupplies of water can be afforded to be brought at greater diſtances and expenſe. Mr. Trail informs me, that by a level ačtually taken, there is a fall from new bridge upon the Liffey of twenty-three feet to the canal of partition at the Downings, which, in a ſpace of about ſix miles, is very ſufficient to carry any quantity of water thither that can be required. On viewing the country it appears very praćticable, after erecting a dam acroſs the Liffey, a ſmall diſtance below new bridge, to take water into an aquedućt on the weſt ſide of the Liffey, and paſſing 270 J by Roſeberry of Raſpberry, to follow a level upon the aſcent of the ground, from the Liffey toward the weſt, and leaving the bridge of Canah, and the mill of Cabbertealy of the right, to fall in with the canal of partition at Langonſtown.—This will avoid the deep cutting that ſeems otherways unavoidable to come at the canal of partition by the bog of Donore; the ſummit or neck of that bog being proved higher than the paſſage by the Downings. If the Liffey’s water be not neceſſary at the canal of partition, where it will be wanted in double quantity, that is, to diſtribute a lock-full each way, on the paſſage of each veſſel, it can hardly be wanted on the Dublin ſide only, where with great eaſe the Morell river can be taken in. To the 18th. I look upon it as neceſſary to take in the Morell river, which can very conveniently be done, by an aquedućt from John's town to near Sallin's bridge, which will not only be of great aſſiſtance in ſupplying the partial navigation that will always obtain upon this diſtrićt of the canal, but be abſolutely neceſſary for the ſupplying it before it is joined by the canal of partition. From obſervations upon the quantity of water uſed by the mill at John's town, upon the Morell river, it is capable of ſupplying thirty- nine locks-full per day in the drieſt ſeaſon, of ſuch locks as have been by me propoſed, ſuppoſing them to pen twelve feet difference ; and if notwithſtanding water ſhould be ſcarce, it will be proper not to let veſſels paſs the large locks but in pairs, and if poſſible to bring together veſſels going both ways ; ſo that four veſſels may paſs the great locks with one lock-full of water. . To the 19th. This is already in a great meaſure anſwered; if wanted at all, they cannot be too large. I look upon a reſervoir of fifty acres capable of holding at a mean of the area ſix feet depth of water as a moderate ſize ; ſuch,a refervoir will hold about forty-two locks-full. upon an acre, and upon fifty acres. 2100, ſay 2000 locks-full, which at two locks-full to a boat, and ten boats per day, will laſt, excluſive of leakages, Ioo days, and this, or reſervoirs to the amount of this, being formed in the bog itſelf, will be made at little expenſe, where the inheritance of the ground is valued at ſo ſmall a price. - - To the 20th. My former report recommends article 17th, the firſt finiſhing to Sallin's bridge, which advice I am glad to find you have taken; by contračting for the works with - s: Mr. I 271 I Mr. Trail, upon the dimenſions and depth of water adviſed by article 5th. The next thing I would adviſe to be undertaken, is the deep cutting of the neck at Downings, for the reaſons ſpecified in article 19th. To the 21ſt. I apprehend that places upon the canal for the depoſition of implements and utenſils are indiſpenſible ; that the company’s general ſtores in Dublin are by no means ſuffi- cient and convenient, without others nearer to the centre of the works pro tempore ; and yet that a place for reception, the depoſition of ſtores, as well as for the manufac- turing of ſome articles, will always continue neceſſary at Dublin : but yet I apprehend, when the canal becomes navigable for ſome miles from the Dublin termination weſt- ward, that the ſituation of the Dublin ſtore-yard will be more proper at the canal near the city baſon, than in St. James's ſtreet.—The very grounds and buildings intended for wharfs and warehouſes may very properly be uſed as a ſtore-yard, and ſtore-houſes, till they are wanted for their proper uſe, and, as ſaid before may be added to, as occa- fion may require. The ſtore-yard at Stackumney, being near the Gollerſtown quarrys, and central to the works between Dublin and the Liffey, I apprehend to be very properly choſen. - - - - To the 22d. The materials that I have ſeen made uſe of by the company are in general of the beſt quality; only I have thought proper to recommend the uſe of pozzelana for mortar, in preference to terras ; the reaſons for which, as well as a full anſwer to the guery, is found in article 20th. of my former report. I will only add, that Pozzelana mortar, does not ſpoil like terras by becoming dry, or wet and dry, nor does it grow in the joints. - To * 23d. This is alſo my anſwered in article 20th. To the 24th. - This is fully anſwered in de 8th, article. To I 272 I To the 25th, . . . . . . . . . . In regard to the fituation of mills, bleach yards, &c. theſe are ſecondary and local confiderations, about which my time and information are not ſufficient; but as the company can hardly avoid making a road ſufficient for a turnpike, upon at leaſt one bank of the canal, nor can they avoid this being made a road of, it is lucky that their aćt enables them to erect bars, and take a toll. - t “ To the 26th. The water that will neceſſarily be brought down the canal by the paſſage of veſſels will be far more than will ſupply this contraćt; and even if the canal were hereafter continued down to the Liffey at Dublin, the partial navigation of veſſels that will deliver and load cargoes at the preſent termination, will, in my opinion, be fully ſuffi- cient; and for which purpoſe it will always be the intereſt of the company to continue their wharfs and warehouſes there. As the Morell water appears to be fine and clear, and is ſaid to be of the beſt quality, it will be proper to let no more come down from the canal of partition than neceſſary, and to prevent it from mixing with the Morell water, more than is abſolutely unavoidable ; it will be proper to fix an overfall at the weſt end of that ſtretch of the canal, where the Morell is introduced, by which means all the water coming from the canal of partition that is not neceſſary for the navigation of the veſſels to Dublin, will be diſcharged before it mixes with the Morell water. To the 27th. Having carefully peruſed a paper containing the reaſons for endeavouring to keep in the bog of Allen, as much as poſſible, rather than avoid it, I muſt obſerve, that if thoſe reaſons were valid, it would appear that an undertaking to drain and improve the bog of Allen, or certain parts thereof, would be far more lucrative than that of making a navigation from Dublin to the Shannon; for I could chalk out a far leſs expenſive way of draining the bog, than by digging a large navigable canal through it. As it is here ſtated, an acre of land is to grow from the annual value of one penny to forty ſhillings, without the ſtate of one penny expenſe to be laid out upon it. It is ſaid, indeed, that clay and manure may be brought by water to cover that part of the bog next the canal, at a ſmall expenſe, and in very large quantities; but then the quantities neceſſary to cover an acre, together with the expenſes of water carriage, - ſhould N [ 273 || ſhould have been ſtated.—It is very true, that carriage from great diſtances in general, is cheaper far by water than by land, but for ſmall diſtances it is not. Suppoſe that lime-ſtone gravel from the deep cutting at the Downings is to be had for nothing, it is’ yet to raiſe and to wheel on board a veſſel; the expenſe of wear and tear, or hire of the veſſel is to pay, and the men's wages to attend it, and horſes to draw it. It is then again to be put into wheelbarrows, and run out to the mean diſtance of 175 yards, which alone upon great quantities will be a very conſiderable expenſe, after which I ſuppoſe it is to be ſpread over, and regularly diſpoſed of. Manure may indeed be brought hither from Dublin by water far cheaper than by land; yet I ſuppoſe it is at Dublin to be paid for, to be paid for loading from different parts of the city to the canal, to be put on board, and the freight to be paid for; and though the company wiil reckon nothing for tolls, yet the wear and tear of their lock gates, banks, and works, in common with other veſſels, will in reality be ſo much out of their pockets. Again, the wheeling it 175 yards, and ſpreading together with the proper ſeeds, will be a further expenſe ; all this put together will be the purchaſe of an acre of land: and though I doubt not but that the land may be thus made in favourable ſituations to advantage, ſuppoſing the canal ačtually made and navigable, yet, if in making the canal navigable very great (and at preſent uncertain and unknown expenſes) attend it, by forcing a paſſage through the bog, in a direction ill adapted to the ſame, it will be very eaſy to bury all the profits of the land. in the extra work, upon a very few miles of this kind. It is ſaid that the digging through the bog is far cheaper than in the firm land, not above one-third : I ſhall not at preſent diſpute the diſproportion, and agree, that where the bog will ſtand there is no cheaper digging; but if I dig out a cube yard of ſoil from the firm land it is done, but under an idea of digging out a cube yard of bog, I have to dig out that and nine others, that will follow it, before I can make good the yard I want, I apprehend the balance will be on the other ſide of the book. -, The query ſtates, whether it will or will not be much for the advantage of the com- pany, to carry the line as far through it as can be done with propriety : I apprehend it may ; but the queſtion turns on this, where it can be done with propriety, and from what is here ſtated, and from what has been already ſaid in anſwer to query 8th, it is very plain that it will on no account be to the company’s advantage to go through the bog, where it will require deep cutting; and to fix ſome idea to this term, I mean where it will exceed ten feet deep : yet this greatly differs according to the natural texture and firmneſs of the bog; my anſwer therefore is, that where the company have their choice, in going through the bog of Allen, or not, without deep cutting - Vol. II. N n Ol' --- : [ 274 1 - - or high banking, I apprehend it may be for their advantage, and, conſequently, for the national advantage ; but I can by no means adviſe the company to attempt to carry the canal through every thing that may oppoſe in the bog of Allen, merely for the ſake of gaining and improving ground. For, at any rate, it does not ſeem that a navigation can be carried on from Dublin to the Shannon, without going through ſo much of the bog of Allen, as will afford ample opportunities of trying thoſe experiments, - ADDITIONAL CONSIDERATIONS. Having now diſpatched what occurs to me in anſwer to the ſeveral queries, in order. as they ſtand, I beg leave to add ſuch further matters as have preſented themſelves to me ſince my former report, which could not ſo directly be given in anſwer to the queries. - - In my former report, article Ioth, I have ſtrongly adviſed the company firſt to complete a navigation to the Barrow, before they begin to work from the Togher of Graig, towards the Shannon, for reaſons given in the 11th, 12th, 13th, and 14th ar- ticles, which advice I now repeat; and, beſides thoſe reaſons, I beg leave to add the following one, that I am now fully convinced, that this is the only executable and adviſeable road to the Shannon, and by which means not only the junétion of the Shan- non and the Barrow with the Grand Canal, will be united in one intereſt, but alſo pro- duce the moſt direct communication of the Barrow and the Shannon. From what has been already ſtated, in anſwer to the eighth, ninth, and tenth queries, it does not appear likely, that any executable and adviſeable ſcheme can be formed to obtain a direét paſſage from the Togher of Graig to Philipſtown, upon one level, nor indeed without extreme difficulty upon any number of levels. If, therefore, at any rate, we muſt adopt at leaſt two canals of partition, it will be more eligible to do it in ſuch a way as to draw every poſſible uſe from this conſtrućtion. It has been already ſtated, re- port, article 10th, that the junétion of the Barrow with the canal, by means of the Blackwood river, will be perfeótly eaſy, and in point of probable profit adviſeable prior to, and, independently of all the reſt; ſuppoſe then, after the meeting of the canal with the Blackwood river, which I will call the fixed point, we carry the canal down the declining valley of the Blackwood by Rathengan, as has been already propoſed; but, inſtead of inclining it towards Monaſtereven, it be inclined towards the joining of the Blackwood, with the united ſtream made by the Cuſh and Figuile rivers, which will be * * upon [ 275 upon ground very little elevated above the Barrow, at Portarlington, it being over- flowed to a great diſtance when I ſaw it; ſo far then we may lay it down at all adventures expedient for joining the Barrow, and taking in a navigation from Portarlington, as well as from Monaſtereven, the beſt adapted poſſible. This courſe, from the fixed point to junction with the Figuile, will be, I ſuppoſe, about nine miles, from thence to the Bar- row about two, but aſcending from the ſaid point of junétion of the Blackwood and Figuile, by the gentle inclined valley of the Figuile, we ſhall, in a courſe of about eleven miles, come to Philipſtown bridge, ſo that this will be a ſtretch of twenty miles from the fixed point to Philipſtown bridge. According to the preſent line, through the middle of the bog, it is fifteen, ſo that when you are arrived at the joining of the Black- wood and Figuile, you are then four miles nearer Philipſtown by the courſe of the Figuile, than at the fixed point in croſſing the bog according to the preſent line. Ac- cording to Mr. Trail's plan of the branch canal to the Barrow at Portarlington, which is the ſhorteſt communication of all, it is nearly ſeven miles; therefore, Philipſtown bridge and the Barrow, taken conjunétly, in either caſe, are joined with the fixed point by twenty-two miles of canal. It is true that the courſe from the fixed point, by the Black- wood and Figuile to Philipſtown, in a paſſage to the Shannon, being twenty miles, is five miles more than according to the preſent line, which is only fifteen ; but then, as I apprehend, no proportion of diſtance ſubſiſts between a praćticable and an im- pračticable paſſage. The ineligibility, not to ſay abſolute impračticability, of any paſſage from the fixed point to Philipſtown acroſs the bog, has been ſufficiently pointed out; what renders the now propoſed line a pračticable and an executable ſcheme, is, that while you are following the valleys of gentle declining rivers, you are ſure the general ſurface is inclining one way, and gradually either riſing or falling, according to the courſe you are going; ſo that if in bog you can always chooſe your ground, and by making locks at proper places, can always avoid deep cutting and banking, for at any rate you can take the trough of the river for your canal; and it happens very luckily here, that rivers run upon ſo flat a bed, that according to the levels taken there ſhould not be above nine or ten feet"difference between the levels of the united ſtreams of the Blackwood and Figuile, and at the croſſing of the branches of theſe rivers ſeparately in the bog; ſo that I compute there will not be required above one lock more in completing the junc- tion of the Shannon and Barrow, taken together, than would be required according to Mr. Trail’s ſe&tion. - - In taking the diſtances above mentioned, I have meaſured them by the courſe of the rivers, not indeed according to their ſmaller meanderings, but their general direétion as their borders are moſtly flat; but when this ſcheme comes to be ſurveyed by the - level, [ 276 j level, it is very probable that the courſes may be ſhortened, without encountering any deep cuttings and high bankings; and particularly that the canal may be taken round, ſo as to effect a junétion of the Blackwood and Figuile, by a nearer courſe than by their natural junétion. - - Reſpecting the paſſage of the Downings, I by no means look upon it as a very formid- able obſtacle in ſo great and expenſive an undertaking. The ſoil is near upon the moſt favourable of all for ſuch a purpoſe, and which having reduced to calculation, in my opinion, may be done for the ſum of 2613,500 extra to the expenſe of the ſame length of plain canal. In fact, I look upon the deep cutting at Knockballyboy to be the more formidable work of the two, on account of the uncertainty of the deep cutting in bog, no leſs than thirty-one feet deep ; however, as the aſcent is ſteep, and, conſequently, the bog very much upon the decline, it is naturally firm and dry, and as the eaſe of tap- ping the under parts is proportionable, I hope, as all the difficulty after paſſing the Downings will be reduced to this one, that it will not be found inſurmountable, yet ſtill if poſſible, it will be well to avoid this alſo ; and though, from the views I have had, I have ſeen no probability of avoiding this paſſage, if the canal goes by or near Philipſ- town, as I have reported in anſwer to the latter part of the tenth query, yet, as at the time of making this view, I had no idea of taking Rathengan in the courſe from Dublin to the Shannon, I did not reconnoitre what might be done in effe&ting a direét junétion between the rivers Barrow and the Shannon, but now remembering that the country was pretty flat in travelling from Banagher to Portarlington, and obſerving that the Barrow, (which runs upon a dead courſe for ſeveral miles above Portarlington), together with its branches, form near approaches to the head of the Maiden or Tullimore river, to Lough Pallas, whoſe waters fall into the Maiden, and to Lough Haunch, whoſe waters fall into the Lower Bruſha, and by a pretty direét courſe by Birr to the Shannon, ob- ſerving alſo that Mr. Trail, in his report, has mentioned an information of a paſſage by Lough Pallas; it is poſſible, that though ſuch a paſſage may not be eligible from the bog of Allen, yet it may be ſo from the Barrow ; I ſay, taking all theſe conſiderations together, it ſeems well worth the company’s while to order the part of the country now pointed out to be reconnoitered; and if any paſſage ſeems more favourable than that at Knock- ballyboy, to have a particular ſurvey, level, and ſeótion taken; and in cafe the com- pany approve of this propoſition, either by way of the Figuile and Knockballyboy, or any paſſage from the Barrow that may be more favourable, it will alſo be proper to have a ſurvey, level, and ſeótion, taken of all the parts which have not been already reduced to paper, and then I have not the leaſt doubt but that the whole work, the bog cut- ting at Knockballyboy, (or ſomething that mayoccur of the ſame kind in making good any | 277 any other paſſage at the weſtern ſummit), excepted, may be reduced to a fair and grounded eſtimate, ſo that the company may ſee what they have in reality to do, in order to effect this great and very deſirable work. According to this conſtrućtion, as well as that propoſed by Mr. Trail, another col- lečtion of water will be neceſſary to ſupply the weſtern canal of partition, but as the eaſtern will have the united trade between Dublin and the Barrow to Lock as well as that of the Shannon, and the weſtern will have that of the Shannon only, with poſſibly a ſmall trade between the Shannon and Barrow, it is poſſible that much leſs water will be wanted at the weſtern ſummit than the eaſtern, and to this end the head of the Fi- guile river above Philipſtown will conduce, which, as I obſerve, turns a mile near Phi- lipſtown; this, probably, with proper reſervoirs, will be ſufficient, yet it will be ad- viſeable, (if this at laſt is found the moſt favourable paſſage), to reconnoitre the country, to ſee whether the head of the Tullimore river, the head of the Eſher, or the water from Lough Pallas, or any other, cannot be condućted by aquedućts to the weſtern canal of partition. - - - After the junétion is made with the Figuile from the Blackwood, (ſuppoſing the Fi- guile the moſt eligible paſſage), and the navigation effected from thence to the Barrow, at ſome convenient point between Portarlington and Monaſtereven, the company will then be in poſſeſſion of the Barrow trade. For as there is already ſubſiſting a ſort of na- vigation from Portarlington to the bridge of Athy, by openings made in the mill weirs for that purpoſe, and though this kind of navigation is very imperfeót, yet it may, with ſome improvements, for a time be ſufficient for the trade, or as the mode of making a navigation from Portarlington to the bridge of Athy is no way difficult or expenſive, the company will have it in their power, if they find it expedient, to perfeót this branch at once, and at the ſame time proceed from the aforeſaid point of junétion with the Fi- guile for the Shannon. AS, according to the now propoſed plan, the canal is to be carried no further in a di- rećt line into the bog of Allen, than the meeting of the Blackwood river, it ſeems that the method of joining the Boyne, by means of the Blackwater river, according to the ſcheme propoſed by Major Valency, will beſt ſuit the ground by which a direét paſſage from the Barrow to the Boyne will be formed by means of the Blackwood and Black- water rivers, united near the Togher of Graig in the bog of Allen, - - e J. SMEATON. Austhorpe, 3d April, 1775. - TYRONE. L 278 ) TYRONE CANAL. Mr. SMEATon's opinion on Mr. JEssop's REPORT on the Tyrone Canal. To Mr. Jessop, - Dear Sir, g Brough, 30th April, 1774. MY journey into Yorkſhire gave me an opportunity of reading and conſidering your report, by way of repreſentation of the ſeveral matters relative to the works of the | Tyrone canal ; and having been at home but one day, I now take the opportunity of a leiſure hour to give you my opinion thereupon, ſo far as I can do it without entering into calculation. - Had this canal been unbegun, the circumſtances attending it are ſuch, that I never could have recommended a canal of any kind, as I am ſenſible it never could be made in any degree to anſwer the expenſe: but if I underſtand you right, the bulk and ex- penſe of the work is in a great meaſure incurred, there being little to do but to complete the inclined planes between the different reaches of the canal. I think, therefore, that it would be a great pity after the public has been at ſo conſiderable an expenſe in con- ſtrućting the apparatus, but that the experiment was made, and the validity of this mode of navigation put to a thorough proof, eſpecially as it may be a moot point, whether it may be cheaper to navigate upon this canal, ſuppoſing it ready made, and given for nothing, or to begin a new work, which, at any rate, will coſt a conſiderable ſum ; for by this means the public will at leaſt be put into poſſeſſion of this piece of knowledge, i.e. how far a ſcheme of this nature is likely to anſwer in other places, I think the beſt chance of its ſucceeding will be by obliging the loaded boats going down to draw up the empty ones returning, which may be done by a ſimple pulley, with a brake or convoy upon it, to moderate the velocity of the deſcending boat, and that a great deal of frićtion may not be wanted upon the pulley, as you ſay the plane riſes one in five, I fancy they will act very ſufficiently, if they are made to ſlide upon the ſolid, rather than upon rollers ; but I fancy that light wooden rollers will be wanted at proper diſtances to keep the ropes from rubbing upon the gravel or ſolids between the flides; and as I do not apprehend that above one boat can be let down at a time, for greater diſpatch I think it will be better to make the boats carry two tons rather than one, by making them of double length. I do not, however, hint theſe things by way of adopting the ſcheme, nor can I anſwer whether it will do or not; but as mat- ters are carried on to ſo great a length, by way of ſuggeſting the likelieſt means of getting an effectual trial of Mr. Dukart’s ſcheme. * If [ 279 j If his ſcheme does not on trial anſwer, I am of opinion, that a rail road of wood, in the manner of thoſe at Newcaſtle and Whitehaven, is much to be preferred in ſuch a ſituation to either a canal or a gravelly road, eſpecially as you ſay it can be done with a length of two miles, and all or moſt of the way downhill: this being the caſe, the waggons will go down loaded by their own gravity, and the horſes will have nothing to do but to draw them empty back again, which, in a riſe of 192 feet in two miles, will be eaſy work. - Rail roads of this kind are in common ſituations executed in the neighbourhood of Newcaſtle, ſo as to carry coals at the rate of 2d. per neat ton per mile, the original charge of making, maintenance, of wear and tear of the roads, waggons, horſes, and drivers included. But, as the cheapneſs of things greatly depends upon a country’s, being uſed to the execution, which can never be the caſe in the firſt inſtances, if we ſuppoſe 6d. per ton per mile, of the Tyrone tons, they will be no more than Is. per ton for the two miles, and in all probability will be cheaper than it can be done upon. the canal after the whole of the original expenſe has been given. You will be pleaſed to communicate my ſentiments to my Lord Archbiſhop of Ar- magh, with my moſt dutiful reſpects, and am, - e - Sir, Your moſt humble ſervant; J. SMEATON. P.S. I apprehend it will be neceſſary, befides a fimple pulley for returning the rope, to have ſomething of a tackle, aſſiſted by a winch or windlaſs, by way of bringing the boats upon the inclined plane, and till they are launched upon the down-going ſide. DRAINAGE. [ 28o J DRAINAGE of NORTH LEVEL FENS. The REPORT of John SMEATon, engineer, concerning the drainage of the north level of the fens, and the outfall of the Wisbeach river. - AS I perceive that much has been ſaid and wrote upon the ſubjećt of the great level of the fens, and that a variety of opinions has been entertained concerning them, I find it neceſſary, in order to clear my way, to deduce what I may have to offer upon the ſubjećt of the north level, from its original, and though I ſet out with an hypotheſis, which may be granted me or not, yet, as it is to be confidered in no other light than a means of introducing certain matters of fact, which being in themſelves inconteſtible, what is founded thereon will be equally true, whether the ſuppoſition by which they are introduced, be ſo or not. I ſuppoſe then, that there has been a time when the whole of the great level of the fens, together with the adjacent low countries, has been one great open bay, where the tides have freely flowed and reflowed: I ſuppoſe alſo, that for a long courſe of years, far beyond what any preſent accounts of this matter reach to, a cauſe has ſub- ſiſted, by which a quantity of ſand and earthy matter has, by the aëtion of the winds and tides, been gradually brought upon this part of the coaſt, and has particularly lodged itſelf in this great bay, as a receptacle where it could lie at reſt: this being granted, it would follow that this bay would gradually become more and more ſhallow, till the matter depoſited from time to time ſhould become higher than the riſe of the neap tides, in which caſe a country would be formed, and would grow over with graſs, and form what we now call ſalt marſhes: but as the waters of the upland country muſt continue to have a paſſage to ſea, which had their outfall into this bay, they, conſpiring with the flux and reflux of the tides to cover and uncover the ſurface of the land, muſt, while the very land is forming, make the channels neceſſary for the diſcharge of the land waters, into prodigious large and deep gullies, whoſe bottoms we may ſuppoſe far deeper than the low-water mark at ſea; and which, as ſoon as graſs was formed upon the level ſurfaces near their borders, would put on the appearance of rivers. This being the caſe, the inhabitants would gradually obſerve, that by raiſing very inconſiderable banks againſt the rivers, to ſhut out the ſpring tides, the land might be gained from the ſea; and, admitting the inhabitants of that age to have the ſame natural ſagacity that we have, we cannot ſuppoſe they would * . . . . . find I 281 J find it difficult to contrive expedients to let off the downfall and ſoakage waters into the oppoſite rivers, when the tide had retreated, by means of ſome kind of tunnels laid through the banks, equivalent to our ſmall ſtop ſluices, which would be the whole of. the art of drainage the country, in this condition, would want. By theſe means, a very great trađt of country would be gained in a little time, which being immenſely fertile, inhabitants would of courſe flock hither, and multiply apace; villages and towns would be built (as in the moſt eligible fituation in a flat country) on every little eminence or riſe of the ſurface, originally produced by ſome ſtorm or tempeſt, that had thrown up and amaſſed a greater quantity of matter in thoſe places than in others. . . - * It is evident, that, after the tides were ſhut out from flowing over the ſurface of the lands, the quantity of flux and reflux of ſea-water at each tide being greatly leſſened, and in conſequence of its velocity, the power of ſcouring would be thereby weakened; the channel of the rivers would therefore filt and contraći from the very ſame cauſe: by which the country itſelf was originally formed: but, as thoſe rivers would, as al- ready ſtated, be very large and very deep before the imbankation, and as they would ſtill contain a large quantity of ſalt-water flowing and reflowing, and thereby ſtill exert a very conſiderable power of ſcouring ; it would be a courſe of years before the rivers would become contraćted in any conſiderable degree : and this contraćtion, though we may ſuppoſe it apparent enough, in the compaſs of one age, yet making its appearance at firſt more in width than in depth; and as thereby a quantity of land would be further gained from the rivers, it would be far from being viewed in an un- favourable light, and the rivers being ſtill ſuppoſed to be ſo deep as to ebb every tide far below the ſurface of the land ; as mankind could not then be ſuppoſed to be furniſhed with the experience of after ages, or to ſee the reſult of nature’s tendency, the gradual changes that they might from time to time perceive, would not prevent them from ſuppoſing, that things would always continue in the ſame flouriſhing ſtate : and, in conſequence, coſtly churches, abbeys, and monaſteries, would be built, and great ec- cleſiaſtical eſtabliſhments made, in ſo fertile a country. ** - So far we have proceeded by manifeſt deductions from two aſſumed poſitions, viz.: that the whole level was originally ſea; and that nature has been gradually making an addition of matter to this coaſt. - That the latter is and has been the caſe in our own times, and as far back as any ac- counts of hiſtory reach, is very certain: we may therefore infer that the ſame proceſs Wol, II. * O o has I * I has taker, place, in times antecedent to the written accounts, and for a time backward, to which we need not preſcribe limits: this being the caſe, the firſt aſſumption muſt be preſumed, as the moſt natural ſtate from which the effects of the ſecond could pro- ceed or be manifeſted. The flouriſhing ſtate of the fen country, as above deſcribed, is ſufficiently teſtified: in hiſtory; now, if it ſhall appear that the levels of the preſent ſurface of the fens are ſuch, with reſpect to the preſent low-water mark at ſea, that upon a ſuppoſition of large and deep rivers, the ſens would naturally be in that flouriſhing ſtate by the ſimple means of drainage before deſcribed, we may infer, that there a&tually were then thoſe large and deep rivers; and if large and deep rivers, in a country where there are not powers ſufficient to maintain them ſuch, are the natural conſequences of a country ariſing out of the ſea, we may then fairly infer, that the country had its origin that way: and if, from the ſame cauſes ſtill ačting, this ſame flouriſhing country becomes a drowned and deſolate country, as we are moſt ſure it has been, we may conclude that the whole mutation has proceeded from one regular proceſs of nature, gradually ope- rating, and not from any unuſual convulſions of her frame, nor from the ſuperior fkill or induſtry of former ages, nor from the particular neglects of thoſe who ſuc- ceeded them; and hence we may conclude, that we are not to expect to recover this drowned and deſolate country, by partially reſtoring things to the ſame ſituation as they were in, when in that good ſtate ; for without we could reſtore the whole, and at the fame time put a ſtop to nature’s proceſs, the ſame cauſes, ſtill producing the ſame effe&ts, would again reduce us to the ſame deplorable condition: we muſt therefore rather look out for ſuch artificial remedies, as ſhall from time to time countervail na- ture's gradual proceſs, ſo far as it is in our disfavour. That the general ſurface of the ſens is ſufficiently high to drain, in the eaſy and natural way above deſcribed, upon the ſuppoſition of a large and deep river, is hence apparent. According to the levels and ſe&tion of the river that have been taken by Mr. Elſtobb, the bottom of the river Nene at Peterborough bridge, is now ſomewhat below the level of the ſea apron of Gunthorpe ſluice ; but a little above the low-water mark at Sutton's waſhway houſe: it appears alſo that the low-water mark at the waſh- way houſe, is near ſix feet above the low-water mark at the Eye, or road where the ſhips lie, and which is ſuppoſed to be the ſame as the low-water mark at ſea; it ap- pears alſo, that the ſurface of the lands in Wiſbeach high fen, near Narr lake, which are ſuppoſed the loweſt in the north level, are eleven feet and a half above low-water at ſea, and the ſurface of the lands near Jacklin's houſe, oppoſite Thorney lordſhip, is * thirteen º ºf 483 | thirteen feet above the level 6f the ſea. Now, when the river Nene ran in a large and deep channel, and before the general outfall, called the Metuaris AEſtuarium, was choaked with ſands, as at preſent, we may ſuppoſe that the level of low-water at the liver's end, was then the ſame as the low water at ſea; and as we alſo may very well fuppoſe that the channel of the river might, in general, be ten feet deeper than low-water at ſea, in this caſe it would ebb out ſo much, even at a great diſtance from the outfall, as to want but a very inconſiderable declivity per mile to ſea at low water. The fall therefore from the loweſt lands in Wiſbeach high fen to the river's end, would be cleven feet and a half, the ſame as it is now, to the upper beacon at the Eye ; a dif- ference in extent of ten miles according to the low-water channel; and ſuppoſing the water in the drains to have ſtood two feet below the general ſurface of the loweſt lands, there would ſtill have remained nine feet fall at a ſpring tide low water; and ſup- poſing the ebb of a neap tide to be nearly as now, viz. four feet leſs, there would have yet been left five feet and a half fall from the ſurface of the drains to low-water. The ſurface of the lands mentioned, near Thorney lordſhip, being ſtated to be thirteen feet above the level of low-water, would have a greater fall in all caſes than the other, by ong foot and a half, but being farther diſtant from the river's mouth, would have no pre- ference in point of drainage; but having full eight feet for the declivity of the river's furface, even at neap tides, this is ſufficient to carry it with a briſk current, in ſuch a channel as we ſuppoſe, at three inches per mile, to a diſtance of thirty-two miles to fea: and I doubt not, but that in thoſe days, the furface of the water at low-water at Peterborough bridge, ran as low as the preſent bottom ; and that the bottom then was: conſiderably deeper than at preſent, being now filled with land mud. It is true, that the ſuppoſition of ſo large a channel, would bring a much greater in- flux of tide into the country; for it appears that the high ſpring tides flow at ſea. higher, by near five feet, and the ordinary ſpring tides above one foot higher than the ordinary ſurface of the water at Peterborough bridge, as it was when the level was taken ; yet, by the ſame rule, that the water requires a declivity to ſeaward at low-water, on account of diſtance, it would require a declivity to landward on tide of flood; that is, diſtance requiring time, it would be conſiderably ebbed at the river's mouth, before it would be high-water at a diſtance up the river; we may therefore ſuppoſe, that according to the curved courſe in which it appears the river Nen anciently ran, the ſpring tides would never riſe ſo high at Peterborough, by full ſix feet, as the ſea level, and the neap tides be but barely ſenſible. That this would be the caſe, appears from preſent experience ; for the ſpring tides, though in a ſhorter, but more obſtructed courſe, ſeldom flow higher than Knarr lake, where the ſurface is lower by almoſt one foot. [ .284 | foot than at Peterborough bridge, and by two feet than the ordinary, and by five feet and a half than the extraordinary, ſpring tides. Now, as the ordinary tides never could riſe at Peterborough ſo high, by ſeveral feet, as the preſent ordinary ſurface of the water there, and as the land flood waters ſeldom riſe in the open tides-way of a large river much higher than the tides themſelves, it will follow, that the country about Peterborough might be an unimbanked country, and that very moderate banks would be a defence againſt every thing lower down, the neap tides ſcarcely riſing higher than the ſurface of the lands. * . . . = . . . According to this ſtate of the rivers and tides, we may ſuppoſe thoſe level countries to have continued very flouriſhing for many years; but as there does not appear to be a quantity of land water flowing through them, capable of maintaining the channels of the rivers ſo large and deep, as is neceſſary for their perfect drainage, upon the eaſy and ſimple principles already deſcribed, the ſand gradually accumulating upon the coaſt, and thereby choaking up their mouths, and removing the point of low-water to a greater diſtance, would gradually check the reflow of the tides; the channel of the rivers would therefore by degrees contraćt, both in width and depth, till they would with difficulty convey the land floods with ſufficient ſpeed to ſea; and in conſequence, breaking their banks, and overflowing the country, firſt in a leſs, then in a greater de- gree, and more and more frequently, till the inhabitants becoming greatly annoyed thereby, and their crops deſtroyed, even before the drainage was totally ſpoiled, would, on finding leſſer expedients inſufficient, apply themſelves to greater. The great land floods would therefore naturally be regarded as the moſt formidable enemy; and the inhabitants being ignorant of the conſequences, which the experience of after-ages has furniſhed the knowledge of, how to get rid of them would be the firſt and prin- cipal queſtion; and if there appeared a practicability of turning them in other channels, where they might ſpread and become diſſipated, this expedient would of courſe be eagerly embraced, in preference to that of raiſing the banks of the river, in order to confine them and force them to ſea; by this means, having loſt the operation of that great and powerful engine of nature, towards ſcouring and keeping open of rivers, viz. the great land floods, the river would then begin to ſilt at a great rate, and thereby, the bottom becoming ſo high as to ſpoil the drainage, ruin and deſtrućtion would come upon the level in a manner at once; and the inhabitants and land-owners being totally unpre- pared to unite in one general ſcheme for their relief, things muſt in a ſmall courſe of years, come from bad to worſe, ſo as to bring this fertile country into the deplorable condition it has been repreſented: and ſo it muſt by nature continue till freſh com- * • . - . . . binations [ 285. I binations of men could be formed, with freſh ſpirits, and freſh purſes, in order to ſet about theſe works which were likely to give a general relief. . . . . . . Something ſeems to have been attempted very early, to remedy thoſe evils, by cutting new leams and channels for the rivers, in order to give them a ſhorter paſſage to ſea, and thereby to gain deſcent for the drainage of the lands; but as they ſeem never to have ſufficiently underſtood, or attended to, the point of confining the land floods, and keeping them as much as poſſible in a body, in order to ſcour and keep open the outfall, inſtead of diſſipating them by different channels, all their ſchemes became abortive by the outfalls growing ſo much worſe, while the new leams were cutting, that by ſuch time as the work was completed, or, ſoon after, they found themſelves in as bad a condition as when they begun. : * Having endeavoured to account for and eſtabliſh the reaſon for the ancient flouriſhing ſtate of the fens, and the cauſes of their ſucceeding deſtrućtion, let us now take a view of what has been principally done by the undertakers for regaining them. The original of the modern projećtors in draining came out of Holland; and their eſtabliſhed maxims ſeem to have been to imbank the rivers, ſo as to prevent the land floods and high tides from overflowing the lands to be drained, but to leave the rivers open to the free ačtion of the tides: then to condućt the downfall and ſoakage waters of the country to be drained by a fewer to ſome place at or near the low-water mark at ſea, that the waters of the country might run off at low water, by a natural deſcent, and to place ſluice doors at or near the mouth or outfall of the ſaid ſewer, ſo as to prevent the tides water from reverting: alſo, in caſes where it is found or thought expedient, to make new channels or courſes for the rivers, in order, by diminiſhing their diſtance, to increaſe their proportional fall. Upon this idea (which is very complete when it happens to take in all the circum- ſtances) the modern works of the north level, under conſideration, ſeem to have been carried on. With a view to ſhorten the courſe of the river, I ſuppoſe originally Morton’s leam, and afterwards the new leam, have been cut, and the matter thence ariſing employed to form banks to prevent the land waters from overflowing the level. In order to receive and carry to ſea the drainage waters from the ſouth Eau, and other drains interſe&ting the country, the Shire drain has been cut, or enlarged, and adapted to that end: upon this ſewer a ſea ſluice, now called Hill's ſluice, was put down in the 1637, by King Charles I, then at the head of an undertaking for the drainage of theſe - levels; f 286 I levels; all which works ſeem tolerably well deſigned to anſwer the end, at the time they were put in execution; and I doubt not would have anſwered the end very well, if nature would but have lain ſtill and been quiet, and left things in the ſtate in which thoſe undertakers found them; but the misfortune is, nature has ſtill alſo been buſily carrying on her work, of making addition to the ſea-coaſt; ſo that Hill's fluice, which, at the time of its erection, muſt be preſumed, was ſufficiently near the tides way to have anſwered the end propoſed, viz. of a ſea ſluice, by degrees got ſo remote from the main channel, that the outfall being found too liable to ſilt and choak, by the ſands depoſited therein by the tides, another ſluice was obliged to be built nearer the tides way, called Gunthorpe ſluice, which alſo, in time, proving not ſufficiently effectual, another ſluice, bearing the ſame name, was built not many years ago ſtill nearer the ſea; but this ſluice, like the former, by the gradual progreſs and working of nature, has loſt its due effect; for when I was there in September, 1767, I found, when the tide was out, and the land doors ſhut, that there remained five feet four- inches dead water, upon the ſea apron; whereas, to produce its due effect, Gunthorpe ſluice ought to run at two feet five inches water, upon its ſea apron: it is ſaid, indeed, that before the laſt ſpring tides, it ran at three feet ten inches, but then the bottom was too high, by one foot five inches, to produce a ſufficient drainage : and even the uncertainty is a great detriment; for if after the top waters are run off, a ſpring tide comes, and lands up the outfall, the drainage may be loſt for a ſeaſon. When the new ſluice of Gunthorpe was built, the old one was demoliſhed; but Hill's ſluice is yet maintained in repair ; the purport being to hold up a quantity of tides water, to be taken occaſionally into the drain between the two ſluices, as a re- ſervoir; and therefrom at low water, to diſcharge the ſame, by means of the draw doors at Gunthorpe, to ſcour out the outfall channel between that ſluice and the main channel of the river. This diſpoſition has been well intended, and, ſuppoſing no other way pračticable, would have been a very commendable expedient; but as it appears that there has been, in all modern times, a ſufficient depth and certainty of channel, and ebb of tides, at Sutton's waſhway houſe, to drain the whole level, it is a great pity, that when Hill’s ſluice was found ineffectual, and a new ſluice muſt be ere&ted, that it was not immediately carried down to the waſhway houſe : and it ſeems next to infatuation, that when the firſt ſluice built at Gunthorpe was rendered ineffec- tual, and to be taken down and removed, that it was not then carried to the lower place. However that might be, it is certain that the further increaſe of matter thrown up, and left by the tides, produce ſtill the ſame effect of choaking the outfall channeh; and that the operation of the reſervoir has not been able to keep it open and free. - The I 287 The reaſon of which, as I apprehend, has been, that finding the large tides taken intº this reſervoir, to have depoſited ſo much filt as to endanger the choaking of it, as a drain, it has occaſioned that this matter has not been ſteadily, thoroughly, and ſuffi- ciently tried; for though by taking in the moderate tides only, to prevent ſediment, and thoſe but now and then, the effect has been found inadequate, and a quantity of filt gathered in the reſervoir; yet, had the greateſt tides been taken in, and that ſuffi- ciently often, ſo as to clear the outfall channel down to low-water mark at the waſhway houſe, the water held up in the drain beyond Hill's ſluice, would then have ſo much fail in paſſing through the reſervoir, as to produce an effect, in ſcouring it from the filtleſ. by theſe great tides: whereas, I can readily conceive, that the taking in the middling tides only, and thoſe in ſuch degree as to fall far ſhort of a thorough deepening of the out.channel, would be attended with a bad effect, and thereby diſcourage the further proſecution of the experiment: but were the uſe of the reſervoir proſecuted with vigour ‘and judgment, and hedgehogs uſed, to aſſiſt the waters in ſcouring both the outfalf channel and the reſervoir, it ſeems to me that great aſſiſtance might be derived from theſe operations. - - ' . In caſe the uſe of the reſervoir were to be ſet ſeriouſly about, it is quite neceſſary to place the land doors upon the land ſide of the ſluice; for, being placed on the ſea ſide of the ſluice, along with the ſea doors, they have not ſufficient firmneſs to reſiſt the pen of the great tides left in the reſervoir, without danger of derangements: it appears alſo proper, that, to procure ſcours, for the reſervoir at times when the land waters of the drain are not of a ſufficient height, it would be proper to put down a ſtaunch, or ſlight ſtop ſluice, ſomewhere about Tretham bridge, in order to take in a body of water, to be held up between the ſtaunch and Hill's ſluice, for ſcouring the reſervoir when a ſufficient fall is obtained by deepening the outfall channel to ſeaward: this body of water may be taken in from the ſmall tides, when they are clear, and con- ſequently little or no ſilt will be depoſited from them: and thoſe ſecondary ſcours ſhould always be made as ſoon as may be, after the great tides have been uſed for ſcouring the outfall, that the filt depoſited may not acquire a degreee of firmneſs by lying. Theſe methods, in whatever degree they might ſucceed, it is very evident, will require to be inceſſantly repeated; and that from the conſtant addition of matter to the coaſt, they will every year become leſs and leſs effectual ; yet, conſidered as temporary expedients, to preſerve the level in a tolerable ſtate till ſomething more effectual can be done, they may have their uſe, and be deſerving of further trial; but as it appears t() [ 288 l to me, that no effectual method can be taken of confining the channel of the river among the broad and looſe ſands, ſo as to keep cloſe to the Lincolnſhire coaſt (as I am informed it has ſometimes done) and thereby to afford the Gunthorpe waters a ſhort outfall channel; nor of preſerving the outfall channel from filting, and its bottom frequently getting higher between the ſluice and low-water mark, than is conſiſtent. with the good drainage of the level; it follows, that the only ſafe, certain, and laſt- ing way of procuring a good outfall, will be at once to prolong the drain, and build a new ſluice as near as poſſible to, but above the waſhway houſe. At this place alone, all accounts agree, that the main channel of the river has been conſtant, or with very little variation, for a long courſe of years. The channel here runs the neareſt the ſhore, of conſequence the outfall channel of the ſluice will be ſhort, and, if obſtrućted, will be the moſt readily cleared, whether recourſe be had to nature or art. The ebb of the water here is alſo ſufficient to make a complete drainage of the level, which appears as follows. . . . . . . . . - . . " . . The waters of the drains having been rendered ſtagnant for ſome days, by ſhutting the land doors of Gunthorpe and Clow’s croſs ſluices, and the weather being calm when I was there, I found that the top of the threſhold of Clow’s croſs ſluice lies two feet one inch higher than the ſea apron of Gunthorpe ſluice ; and the ſea apron of Gunthorpe fluice, according to Mr. Elſtobb's levels, being nine inches higher than low-water mark at waſhway houſe, it follows: that the threſhold of Clow’s croſs ſłuice is two feet ten inches higher than low-water mark at Sutton's waſhway houſe. It has been obſerved by Mr. Wing, of Thorney Abbey, whoſe buſineſs it has been to obſerve and to know the ſtate of this level, that when there is four feet water upon Clow's croſs fluice, then the general ſurface of the north level is in a ſtate of drowning ; and it has been remarked by the reverend Mr. Dickinſon, of Wiſbeach, who has been curious in obſerving the ſtate and condition of the neighbouring levels, that when there is from two feet to two and a half feet water upon Clow’s croſs ſluice, then the loweſt lands in the north level, weſt of ſouth Eau bank, which is Wiſbeach high fen, begin to be under water. Theſe obſervations nearly agree with Mr. Eiſfobb's levels, who makes the land there ſomewhat higher ; but as the obſervations are of a nature from which the general ſurface can be judged of, better than by levels taken with inſtruments, I ſhall found myſelf thereupon. - - ... Taking therefore the medium, viz. two feet three inches water upon Clow’s croſs ſluice, to be even with the ſurface of the loweſt lands in the north level, we ſhall have the I 289 | the ſurface to be five feet one inch above low-water mark; and ſuppoſing the ſurface of the water in the drains to be reduced two feet below the general ſurface of the loweſt lands, in order to make a complete drainage, we ſhall have remaining three feet one inch of fall from Clow's croſs to the waſhway houſe; which being a diſtance, by the courſe of Shire drain, of ſomewhat more than twelve miles, will allow a fall of three inches per mile ; a quantity not only ſufficient to run off the water, but to vent the downfall waters with ſo much ſpeed (upon a ſuppoſition that the drains, ſluices, and bridges are made anſwerable) that this level may once again emulate its ancient ſtate of fertility. This point being eſtabliſhed, I trouble not myſelf with computation, as to the lands betwixt Wiſbeach fens and Peterborough, becauſe the general riſe of the country that way, will countervail the greater diſtance from the outfall: nor with the drains that are neceſſary to be made or opened, in order to give paſſage for the water through the level from weſt to eaſt; not doubting, but that if the waters are reduced at Clow’s croſs, nearly even with the preſent threſhold of the ſluice, the country wants neither: ſkill nor induſtry to condućt them thither. & It has been commonly obſerved, that Lutton’s leam is the beſt outfall of the whole country; and it has been made a queſtion, whether it would not be beſt of all to carry out the north level waters by way of Lutton's leam. It is certain, that the outfall. channel of Lutton's leam falls into the main channel, near to the Eye, that is, at or near to low water at ſea, and therefore has the greateſt advantage of deſcent: but it. is equally certain, that the coaſt is here advancing into the ſea very faſt; that Lutton's leam ſluice is now nearly two miles from the main channel; and that, out of this diſ- tance, the leam makes its way over broad ſands, a mile and a quarter; in conſequence whereof the outfall channel of that leam is ſo far choaked, that though the apron of the ſluice lies two feet two inches higher than that of Gunthorpe, yet, as it never runs lower than about fourteen inches water upon that apron, it will follow, that the outfall. channel of that leam is not better than that of Gunthorpe, than by about one foot: it is true that an addition of water will mend it; but then we cannot tell how much. For theſe reaſons I am of opinion, that an outfall at Lutton’s leam, will be greatly inferior to an outfall at Sutton's waſhway houſe. It has alſo been queried, whether: an outfall at Weſtmeer creek might not be preferable to the waſhway houſe, as being. nearer the low-water at ſea ; but it appears from the levels, that the low-water, mark. in the channel oppoſite Weſtmeer creek, is not above one foot lower than that at the waſhway houſe; and as the main channel is now departed from the ſhore, , to above a Vol. II. * P P miles * I 290 I mile diſtance, I do not think the channel, or gulley, that is commonly found near the ſhore, ſufficiently to be depended upon, for an outfall to the north level; and for theſe reaſons think an outfall at Weſtmeer creek far leſs eligible than at Sutton's waſh- way houſe. . ** It may naturally be aſked me, whether, from my own poſition of a gradual increaſe of the ſea ſhore, the outfall at Sutton’s waſhway houſe may not, in time, come to be choaked up ; and conſequently, whether it may not be preferable to go to Weſtmeer creek, or Lutton's leam, as getting at a greater diſtance from the enemy? I anſwer, that ſo long as the upland waters maintain their courſe to ſea this way, according to preſent appearances, there ſeems a probability, that an effectual outfall will be main- tained, for a greater courſe of years, at Sutton's waſhway houſe, than at either of the places above mentioned; which I expect to make appear more demonſtrably, when I have treated upon the river, which now comes in courſe to be conſidered. In drainage it is not only neceſſary to procure a good outfall, but to defend the lands from being overflowed, by the foreign waters coming down from the upland country ; in ſhort, to maintain a good barrier. According to the Dutch maxim, im– bank the rivers very well; but after the rivers have been imbanked, the reflow not being able to carry out the ſands brought in by the tides, the river's bottom becomes raiſed, till in many places it is higher than the ſurface of the land to be drained ; in ſhort, till it is ſo choaked, that the great land floods, inſtead of finding their way to ſea with a good current, and thereby clearing out the ſands brought in by the tides, when the land waters are weak, they overflow and break the banks, and drown the country, which again tends to increaſe the evil, as thereby their uſe in ſcouring is loſt : things brought into this ſituation, what is then to be done The moſt obvious and (as it would ſeem) natural means are, to dike out or otherwiſe deepen the river, agreeably to its former ſtate, or to raiſe the banks in proportion, ſo as to be able to confine the land floods, and force them to ſea, which will of conſe- quence deepen the river; and, at the ſame time, to take all means to increaſe the reflow, ſo as to prevent, as much as poſſible, the ſands from returning : this looks very well upon paper; but as to raiſing the banks, that, it ſeems, has already been done till, in many places, from their weight, and the ſoftneſs of the ground they ſtand upon, they ſubſide upon being raiſed higher; and from the great weight of water conſtantly upon them, and ſapping their foundations, they become liable to breaches, when the extra-weight of flood waters comes againſt them. It is true, that ſpeaking theoretically, banks may be made of ſo large a baſe, as to bear being carried [ 291 J carried up to the neceſſary height and ſtrength, upon any kind of ſubſtance that can be called ground; but in fačt, where a want of matter is the natural defeót of the country, the charge of amaſing together ſo much matter as would be fully equal to this purpoſes, would be ſo enormous, that the propoſition muſt die in the idea: beſides, €Ven ſuppºſing ſuch banks made, which would, in conſequence, deepen the river, yet, as nature ſtill keeps at work in lengthening the courſe of the land waters to ſea, the declivity would, in time, become ſo much leſſened, that the ſands would once again increaſe 'upon the power of the reflow ; and the banks that now are ſufficient, would, in a courſe of years, become inſufficient; ſo that the banks would need raiſing higher and higher without limitation. - In regard to the diking out the river, this, if done ſo as to make a ſmall channel, the ſame cauſes ſtill producing the ſame effects, will ſoon be landed up again; and to make a great channel, ſuch as I have ſuppoſed in the flouriſhing ſtate of the fens, would not only be an enormous expenſe, but if made, as the ordinary quantity of land waters is not ſufficient, and the land floods not ſufficiently frequent to maintain ſuch a channel, it muſt by degrees fill up again, as it has done before : and though a large channel, from the ſuperior aćtion of the tides, muſt fill ſlower than a ſmall one, yet, if it could not maintain itſelf when the general outfall was leſs obſtrućted with ſands, it cannot be expected to do ſo when more obſtrućted: nor, indeed, can I apprehend it pračticable to perform any material deepenings of the river in its preſent channel: for if the water were diverted from the river to another outfall, while the work was: doing, in all probability, for want thereof, the outfall would be entirely landed up and loſt. - I do not apprehend, that any great matters can be effe&ted in deepening the channel by any other means than men's hands; for though all attempts to help the natural ſcour by hedgehogs, &c. are very laudable, as they tend to prevent bad from growing. worſe, yet, to perform any great matters this way is not only attended with great labour, but that labour muſt be continually repeated, in order to maintain the improve- ment before gained. When the rivers Ouſe and Welland went out at this outfall, as well as the Nen, here was a confiderable power to contend with the ſands; but the two firſt ſources being (I ſuppoſe) for ever loſt, no improvement, in point of quantity, offers itſelf, ſave the unneceſſary diverſion of the waters at Stand-ground ſluice. Where a power is in itſelf weak, but uſeful, every thing ought to be avoided which renders it weaker. Yet I º C3I) [ 292 can by no means apprehend, that if a dam were put acroſs at Stand-ground, and no water to paſs at all that way, the difference would, as matters now ſtand, become fenſible at the out-fall. g It ſeems, then, that things are preparing for the laſt remedy, and I am glā; ‘to have it in my power to ſay, that a remedy every way adequate and certain yet remains, equally beneficial to the drainage and to the navigation, and that is no other than to build an out-fall ſluice upon the mouth of the river. *~ - I know that ſo much has been ſaid and wrote againſt the putting ſluices upon rivers, and ſtopping the tides, that there may be thoſe who will ſtart back at the very ſound of the word ſluice, as applicable to the out-fall of the river Nen, as now it may properly be called. But be not alarmed; let us hear what may be ſaid in favour of a ſluice. I am not, indeed, for putting ſluices upon rivers which are in a condition to maintain themſelves open by, nature; but, in the preſent caſe, nothing is more plain, than that the ſands which are depoſited in the river, from its out-fall to Knarr lake, and thereby obſtruct the paſſage of the land flood waters to ſea, cauſing them to break the banks, and over- flow the whole country, are originally brought from the ſea; it is alſo plain, that if thoſe tides, whereby theſe ſands were admitted, had been ſhut out, the ſands would not have been there ; it is equally certain, that if for the future the ſands are ſhut out, it will prevent their increaſe; and if the flood waters ſhall roll any particle of ſand that is now lodged in the channel of the river, from its preſent place towards the out-fall, that there will be no power ačting in a contrary direétion to cauſe it to return; it therefore follows, that the effect of the power of the land waters, whether greater or leſs, is to carry out the ſands that now are lodged, and to deepen the channel of the river within the ſluice. - Without the ſluice, if the doors were to be always ſhut, a quantity of ſand and filt would be very quickly depoſited ; but at a diſtance, where the river is of conſiderable breath, and conſequently the motion leſs rapid, the difference will be incon- ſiderable: for, whatever ſand may be depoſited without the ſluice, that would have been depoſited in the river within the ſluice; as that water which is checked by the ſluice, and ſo depoſits its contents without, will check the influx of ſo much water as would otherwiſe have come in, and depoſited its contents in place of the former : it hence appears, that, except near the ſluice. doors, no more filt will be depoſited than would have been in caſe the water had obtained its free paſſage; nay, even leſs, for whatever checks [ 293 ] checks the rapidity of the tide, prevents its bringing ſo much turbid matter along with it: it is true, that the power of the reflux is weakened alſo, even if we ſuppoſe the doors of the ſluice to open, whenever the water without falls below the level of the water within; becauſe the former part of the ebb is weakened by the want of the againſt the leſs quantity carried out, we may lay it down, that the channel without the ſluice will remain nearly in the ſame ſtate as if there were no ſluice at all; that is, in caſe the ſluice be ſuffered to run whenever the level of the water will admit it; and as there is always ſomething more of run near the tail of the ſluice, than at a diſtance, this will again counterbalance the greater depoſition near the doors; but if, inſtead of permitting the ſluice quietly to run whenever the water without ebbs below the water within, we ſuppoſe that the land waters are kept pent in by land doors, till low water, and then the quan- tity of water that has been colle&ted, diſcharged in a body ; or when the ſupply of land waters are ſhort, to diſcharge what has been colle&ted, in two, three, or four, or even ten or fourteen tides in one: we ſhall hereby obtain an artificial application of a natural power, which will turn the balance greatly in our favour, by deepening the out-fall channel without the ſluice. It is clear from reaſon, that the operation of a ſluice thus worked is to deepen the out-fall channel as well as the inner; but whether in a conſiderable degree might be doubted, if this were the firſt of the kind; but that the operation of ſluices, properly managed, is very great, is proved by inconteſtible expe- rience. The out-fall channel from the ſea to Dunkirk is maintained wholly by ſluices, the effeót of which, in the time of Queen Anne, was ſo great as to make a paſſage by which large ſhips of war were enabled to enter that port, and the erection and deſtruction of ſuch ſluices as have been from time to time adapted to the purpoſe of ſcouring and deepening the out-fall channel of this port, has been a bone of contention between England and France ever fince. The canal of Middleburgh in Zealand, by which Eaſt Indiamen are carried up with their cargoes to that city, is kept open wholly by ſluices; and where they have but little help, in point of depth, from the tides. The port of Oſtend is kept open, and the canal from thence to Bruges, capable of navigating the largeſt colliers from Newcaſtle, is maintained by the operation of ſluices. And as this is a caſe in point, I will beg leave to mention, that the old ſluice of Oſtend having been blown up and deſtroyed ſome time about the year 1751, in or about the year 1752 deputies were ſent to England to view and inform themſelves, whether they might not ſave the great expenſe of re-building this ſluice, by allowing the tides to ebb and flow up and down this canal, as is the caſe with almoſt all the rivers in England; but there beinghere little land water to aſſiſt the ebbs in ſcouring, experience quickly convinced them, that without re-building the ſluice, they would ſoon have had both port and canal ſilted up, - [ 294 ) up, and the country drowned; accordingly, they proceeded to re-build and finiſh the ſame in the years 1753, 1754, and 1755, upon a moſt magnificent plan, and at a pro- portionable expenſe. Indeed, there is ſcarcely a port in Flanders or Holland, where ſomething of this nature is not applied; but I mention the above, as having, with many others, been eye-witneſs to their effects, and as being the moſt confiderable in fimilar caſes; but, without going abroad, the great ſluice lately erected at Boſton, with the ſtate and condition of the river before and ſince, will, I believe, be a ſtrong illuſtration of this point. - - - : - Having mentioned Boſton ſluice, it will naturally be inquired, that, fince I look upon an out-fall ſluice as neceſſary for the out-fall of the river Nen, why I do not, like Boſton, propoſe to carry out the drainage by the river's ſluice, and thereby ſave the expenſe of erecting a new drainage ſluice, and carrying down the ſewer to the waſhway houſe. I anſwer, for theſe three reaſons: in the firſt place, I propoſe the river's ſluice to be built betwixt Wiſbeach and the ſea; and, therefore, to preſerve the navigation even ſuch as it is, on ſhutting out the tides it will be neceſſary to keep up the water higher within, than is conſiſtent with the good drainage of the north level; and, indeed, if excluſive of the navigation, the waters were run ſo low as to drain the north level, they would be too weak to ſcour the out-fall channel; that is, as much as to ſay, the out-fall would then have the ſame defeót as that of Gunthorpe now has, and, in effect, the north level would not be drained. 2dly, That ſuppoſing by the ſuperior ačtion of the land waters the out-channel could be kept open to the neceſſary depth to drain, yet the quantity of land flood waters coming down the river Nen is ſo much greater than thoſe of the river Witham, that the drainage would be much more ſubjećt to be in- terrupted, by being over-rode by the river, and would be much leſs perfeót on this account. 3dly, In caſe of drainage by the river's ſluice, the river muſt be diked out, or a new river cut from the ſluice to Guyhern, of a very large and deep channel, to anſwer this intent; and as a conſiderable ſluice would be ſtill needed upon the out-fall of the drains at Guyhern, in order to prevent the Nen's waters over-riding the drains in time of land floods; and, on the other hand, as the back drainage, by way of Shire drain, is already performed, and in a condition to perform its office, with a little help in the way of ſcouring ; that is, after the defečt of the out-fall is remedied ; it follows, that the expenſes of draining by the river would far exceed thoſe neceſſary to complete it in the other way, and at laſt be leſs perfect, as by the back drainage the ſewers can never be over-rode by the river's floods; and in caſe of any accident to the river's ſluice, the drainage would not immediately be interrupted. - When I 295 1 When a ſluice is eſtabliſhed upon the river as aforeſaid, it is very clear, that the ac- cumulation of land waters will be highly neceſſary, and of great uſe ; for this rea- ſon it will then be of great conſequence, that no water is loſt at Stand-ground ſluice; and though I am not ſo penurious of water as to deſire to debar the veſſels penning through that ſluice, of the ſupply of water neceſſary for that uſe, which, as I am in- formed, ſometimes amount to ſixty in a day, yet I would by all means recommend that the ſluice be not run, as it ſometimes is, two hours in a day, in dry ſeaſons, by which, according to my computation, is waſted as much water as would pen through it 168 veſſels: this I call an unneceſſary waſte of water; for though it may be neceſſary to the navigation below that ſluice, upon its preſent conſtruction, yet the ſhoals ought to be deepened, or the works otherwiſe altered, while they can work without flaſhes. The great and powerful agent upon which I principally depend, to cleanſe the river and open the out-fall, is the great land floods, which, being freed in a great meaſure from the checks of the tides, will, by their action within and without, gradually wear down a deep channel to ſea, and I doubt not will in time enable veſſels drawing eight and nine feet water, to go up to Wiſbeach at common ſpring tides, and to give paſſage to ſuch as now navigate at ſpring tides only, to navigate at all tides, and with a very little help to make a conſtant navigation for lighters to Peterborough. Thus will the navigation be greatly improved ; the level ſecured from inundations, without raiſing the north bank higher than it now is, and will be a means of maintaining the out-fall channel of the drainage ſluice free and clear of ſands for a long ſeries of years ; and even of maintaining, in all probability, a good paſſage out to ſea, even after the coaſt is extended much further out than its preſent limits, and thereby giving the whole every degree of permanency that the nature of the ſituation will poſſibly admit. To this ſcheme I can ſee but two objećtions; firſt, that to maintain the navigation as it now is, to Wiſbeach, before the deepening takes places we muſt conſtantly hold up the water as high as the ordinary ſpring tides riſe at Wiſbeach, that is, about four feet above its ordinary level there, and that in conſequence of this, we may prevent the mills upon Walderſea fen, and Wiſbeach hundred, from throwing their water into the river, or oblige them to throw it higher; I did not happen to think of examining this point when there, nor do Mr. Elſtobb's papers fix it; nor yet do I know how far their right of ſo doing is eſtabliſhed, ſo as to put a negative upon any other works to be erected upon the river; but ſuppoſing it ſo, the out-fall and deſcent in Shire drain will be ſo much improved by the methods propoſed, that the whole may be drained that way, the water of Walderſea fen being brought in a tunnel under the river. The [ 296 J The ſecond objećtion is, the danger of the ſluices choaking by ice, upon the break. of a froſt, when ſucceeded by the great land floods that are generally conſequent thereon; this is perhaps the only ſolid objećtion to ſuch a work, but then it is an objećtion to every work of the ſame kind; and as I do not know any other laſting way of keeping open this out-fall, I do not ſee any way of totally avoiding this riſk; however, to make it the leaſt poſſible, I would propoſe to make the ſum of all the openings of ſeventy feet. wide, equal to the width of Wiſbeach bridge; but as I ſuppoſe that a far leſs quantity of opening would be ſufficient for navigation, and the diſcharge of the ordinary quantity. of land waters, I would propoſe to make one of the openings at leaſt thirty feet of clear water-way ; the doors of which not to be opened or ſhut by the tides or land. waters, but by proper tackles and machines for the purpoſe, worked by men; and theſe doors not to be opened at all, but on occaſion of great floods, when the others are found, or expected, to be inſufficient; and though this may require vigilance and labour, yet, as the occaſions of opening it will not be frequent, it may well be diſpenſed with, to avoid a greater riſk. By this opening, will, at ſuch times, be the principal run, which will therefore draw the largeſt pieces of ice towards it, and which may be ſo much the more eaſily broken and managed, than in paſſing ſmaller openings, that I apprehend the riſk will not be great upon the whole, or any real objećtion to the undertaking. - - After the firſt erection of the river's ſluice, ſome little help may be expedient, to give the land floods more advantage in the beginning; and that is, to dike out a chan- nel of the river from Guyhern, or a little below, to Knarr lake, and to take up the gravels that are lodged in the leam or river above; as alſo by the uſe of the hedge-hog to take proper times of looſening the ſands between the horſe-ſhoe and the ſluice ; but I apprehend that after the firſt winter, nature will perform the reſt, when properly di- rećted by art, in the management of the ſluices. - Having advanced thus far, the placing of the ſluice and expenſe of the works pro- poſed, will be next inquired after ; but as the eligibility of the propoſition is the firſt thing to be determined, I muſt reſerve a minute diſcuſſion of theſe matters to a future conſideration; and, indeed, it will require a re-examination of the premiſes, with this particular view, to be able to do it with preciſion ; however, to give the beſt idea thereof that I now can, I would place the ſluice ſomewhere between Walton dam and the river's end, and lay its apron almoſt as low as low water at the waſhway houſe. : - It I 29, 1 It is ſaid, that there was once a ſluice built acroſs the river at the Horſeſhoe, but as itſailed in a few tides after it was opened, its good or bad effects could not be known from experience; and as its failure was undoubtedly owing to inſufficiency in its con- ſtrućtion, no argument againſt the propoſition will fairly ariſe from thence. g-º-º-º-º:=s=== A probable ESTIMATE of the propoſed works. 26 The great sluice, with its proper appendages, e.g sº & * : - 8,000 Expenses in first deepening the river, 4 º' ſº iº * . & 2,000 Expenses in scouring out Shire drain, putting it in order, and laying Clow’s cross sluice three feet lower, tº iſ a tº dº &. sº º 2,500 To cutting a new sewer, supposed two miles in length, from Gunthorpe sluice to the washway house, partly through the salt-marshes, partly through the in-grounds, supposed at an average twenty feet bottom, sixty feet top, and ten feet deep, at four-pence per yard, in- cluding drainage, comes to * - dº - • Czº 2,614 To a new drainage sluice at washway house of three seven feet tuns, the apron to be laid two feet (if possible) below low-water mark, « » • º º 2,500. The land for the aforesaid cut and cover will contain about forty acres; the value I am not gº a judge of, but if, for the sake of filling up a blank, we suppose it £30. per acre, this article will be * > * tº e * * • tº J º 1,200 To contingencies upon the above articles, at ten per cent, º gº sº 1,881 20,695 J. SMEATON. Austhorpe, Auguſt 22, 1768. . P. S. In anſwer to the queſtion concerning the enlargement of Gunthorpe ſluice by way of relief, till ſomething more effečtual can be done, I am of opinion, that if the execution of the ſcheme of carrying the out-fall to the waſhway houſe is ſpeedily re- ſolved upon, as this is the firſt part of the work that ſhould be put in execution, it is ſcarcely worth the while to alter Gunthorpe; but if that meets with difficulties and delay, then I am of opinion, that the floor of Gunthorpe, from the informa- tion I have had, is large enough and ſtrong enough to carry three ſix feet water- ways; and I am alſo of opinion, that the affair of ſcouring by the reſervoir ſhould be again tried. - * Vol. II. Q_q I am * I 298 j I am of opinion, that the embanking of ſalt marſhes is a means of more ſpeedily gaining land, and removing the low-water mark to a greater diſtance; but I am alſo of opinion, that if the ſalt marſhes were not to be embanked, the ſhore would yet keep ad- vancing into the ſea; and therefore ſome more effectual means than the non-embanka- tion of ſalt marſhes muſt be uſed to keep the out-fall open, and which, if put in prac- tice, it is not much concern, whether the ſalt marſhes are embanked or not. J.S.: HATFIELD [ 299 J HATFIELD CHASE LEVEL, The REPORT of John SMEATON, engineer, upon the means of improving the drainage of the level of Hatfield Chase. THE perfeóting of the drainage of Hatfield Chaſe, whether conſidered with relation to the proprietors of lands therein, or the public in general, is undoubtedly a great objećt; for if we conſider the vaſt quantity of good ground in a high ſtate of cultivation, whoſe crops are rendered uncertain by the want of a complete drainage, or the vaſt ex- tent of common, conſiſting in general of naturally good land, and which, if completely drained, might be taken in and incloſed with great advantage to the owners, together with the great quantities of meadow and paſture ground, that, by an uncertain drainage, yield but an uncertain profit, one is naturally led to conclude, that if nature admits of this drainage being made certain upon ſo great an extent of ſurface, it will amply repay any moderate degree of expenſe. . ^e, { M - According to my information, and indeed the thing itſelf ſhews it, the evil attending the draining of theſe levels does not ſo much conſiſt in this, that the water cannot be got off the ſurface in dry ſeaſons, as that the rains ſend down ſo great a quantity of upland rivers by the courſe of the river Torne, during the winter, which overflowing the banks thereof makes it way over, and upon the ſurface of the levels, ſo that thoſe parts of the levels that lie low relative to their diſtance from the out-fall, cannot be got clear of water ſufficiently early in th: ſpring to undergo the proper cultivation, or to be in a pro- per condition to bear a crop; but when this happens to be the caſe, that the latter end of the winter and the beginning of ſpring proving dry, the lands are in proper condition for a crop; yet, if the ſummer or autumn proves rainy, the Torne again, by overflow- ing its banks, and otherwiſe obſtrućting the courſe of drainage, lays many of the loweſt parts of the level under water, ſo that the crops thereon are either loſt, or greatly da- maged, which was indeed the condition of it at the time I viewed it, and made my ob- ſervations, ſo that, relative to the buſineſs I was upon, I could not have ſeen it at a bet- £CI time. - - Seeing the levels in the ſituation I have deſcribed, one is naturally led to examine, whether this imperfeót ſtate of the drainage be owing to an original imperfeótion in the conſtruction of works of drainage, or have grown imperfeót in length of time; and - © . I 3oo I on this head I am clearly of opinion, that in their firſt execution they were greatly int- perfeót ; for though there would appear a ſtriking difference between a drowned country during the whole of the year, (ſome ſmall tracts of riſing ground here and there excepted), and its preſent ſtate, whereof every part bears crops of ſome kind in ſome ſeaſons, yet it is manifeſt from certain ſigns, that the drainage could never be much better than it is, and ſeveral parts could never be ſo good as they now are. - It ſo happens, that between the part of the levels the moſt oppreſſed with water, and the river Trent, which is the natural out-fall, there is not only an interpoſition of higher ground, but in this higher ground, at a certain depth, there are ſtrata of rocky matter, interſperſed with plaiſter or alabaſter, which, though not very hard, is yet confiderably more hard to work upon than common earth or clay, and whether the expenſe of digging in theſe ſtrata, in order to ſink the drains and aquedućts in this matter to a greater depth, or the want of ſufficient fore-knowledge and experience to ſee the neceſſity thereof, is at this length of time perhaps altogether uncertain; yet true it is, that from hence the greateſt part of all the evils that have attended this level from the firſt im- provement to this time, have had their ſource; for, in order to avoid the neceſſity of cut- ting into theſe ſtrata of rocky matter, which appear in the bed of the preſent artificial courſe of the river Torne near the Hurſt, they have been under the neceſſity of confining the waters of Torne in a courſe by artificial banks, through that very part of the level country that was moſt oppreſſed with water, ſo that the ſurface of the Torne being at all times above ſoil, and in time of freſhes from downfall water in the upland country, con- ſiderably above the level of the country to be drained, it is eaſy to ſee the conſequences ; for as the ſoil, during almoſt the whole of the tract, extending for ſix miles in length, is a black peat earth, thoſe banks, (however they may have been raiſed at firſt), being very liable to be trod down and poached with cattle, the faćt ſoon would be, and now is, that not being high enough to confine the waters of the Torne after any thing of confiderable downfall, the river then overflowing and breaking them down, covers the ſurface of the low grounds that moſt want to be drained. Thoſe low grounds that are near the courſe of the Torne, are ſubjećt to be the moſt immediately and in the greateſt degree affected, that is, whoſe waters are diſcharged at Althorpe ſluices, by which the Torne has its out-fall into Trent; for theſe waters, thus got over upon the ſurface of the loweſt grounds, gradually paſs by the drains to the common out-fall, and in their way keeping the common drains gorged with water, they, in conſequence, gorge thoſe that lead from parts remote from the Torne, and all meeting together at the out-fall, Avery much retard and prevent the drainage of the whole level. Theſe, I beg leave to Aobſerve, are very capital errors in the original conſtrućtion, and though the enlarging * and I got I and deepening the north river, (in ſome places between two and three feet), by cutting into thoſe beds of rocky matter and plaiſter which had never been ſtirred before, is in itſelf a great improvement, which in the more dry ſeaſons is, and will be very manifeſt, as it was to me at my firſt viſit to the levels; yet, after the Torne has topped its banks, and all the drainages meet therein, as was the caſe when I was laſt there, the immediate benefit hence ariſing was not ſo great as might have been expe&ted, and as they will be when the whole is made ſuitable to that part already ſo judiciouſly done. From what has been ſaid, it may be in general gathered, and in which I doubt not I ſhäll be corroborated by thoſe that beſt know the levels, that the main propoſition for perfeóting the drainage of Hatfield Chaſe, will be that of conveying to the Trent the waters of the Torne, without overflowing its banks, or over-riding the internal drains at any time, except thoſe of extreme wet ſeaſons in the winter. In order to effect this, nothing is more clear than that there muſt be a ſufficient capa- city of aquedućt to convey, and of ſluices ſufficient to let out the water ſo conveyed, in both which eſſential particulars the original ſcheme has been ſo very remarkably deficient, that in this, as in many other inſtances, I have had the opportunity of ſeeing they have drained as if they were in fear of doing too much. For remedy of the evils complained of as above mentioned, a new out-fall drain and fluice have been ſuggeſted and pointed out to me, to a part of the Trent, about ſevem miles below the preſent out-fall of Althorpe ſluices, to a place a little above Waterton, to which place I am informed there is a fall at low water of the Trent's ſurface of above four feet, and which, having been repeatedly levelled by different perſons, I take for granted. Now, an addition of four feet, added to the preſent fall into the Trent, from: the ſeveral points of the furface of the level to be drained, is, undoubtedly, a very valuable acquiſition, and which obtained, and every advantage drawn from it that it is capable of, will certainly render the reſt of the buſineſs more eaſy, and more nearly reduced to plain ſailing, which every thing of this kind ought to be, as much as poſſi- ble. There is alſo another very deſirable circumſtance attending the place of this new out-fall, for, as I am informed, ſo low down in the Trent as the point near Waterton, as above ſpecified, a flood in the Trent is ſcarcely ſenſible at low water, ſo that in the greateſt downfalls the ſluice there would run at every low water, whereas, according to my information, the flood water of Trent ſometimes continues ſo high at the loweſt ebb. of tide, that for ſeveral tides together it over-rides the drainage water, ſo as not to ſuffer the ſluice doors at Althorpe to open, and the ſluice-keeper ſays he has known - them. L 3O2 A them to have been kept ſhut for five days together. Theſe are advantages of the new ſitua- tion, very material, and not eaſy by other means to be as fully procured; ſo that though according to my eſtimation, it will coſt the ſum of £6165, in addition to what I would recommend to be done, yet, if all parties are agreeable to this being done, and the ad- ditional money can be raiſed, I think it will be well laid out, as being of permanent utility to the whole country, which may have occaſion to utter their waters thereby ; and though to the execution of this I ſee no natural difficulty, yet, as I underſtand that the whole courſe of the propoſed out-fall drain lies through pariſhes and lordſhips, wholly unconneéted with participants concerned in Hatfield Chaſe, in caſe difficulties ſhould ariſe in reconciling theſe different intereſts, it ſeems to me of conſequence to that body of gentlemen, and the country at preſent depending upon their undertakings, to ſhew how the level of Hatfield Chaſe may be drained in a very competent manner, without going out of their own boundary. And here I muſt beg leave to remark, that having been conſulted in the year 1764, upon the means of improving the drainage of that part of the level of Hatfield Chaſe", dependant on ſnow ſewer, which condućts the water ſouth of the iſle of Axholme to the Trent at Ferry ſluice, in like manner as the north and ſouth rivers condućt the waters north of the ſaid iſle to Althorpe ſluices, I ſay, had the gentlemen concerned been ſo lucky as to have given full credit to the doćtrines and direétions contained in my report thereupon, they would, before this time, have prac- tically ſeen the advantages in ſo ſtrong a light, that, applying the ſame reaſoning to the north-ſide drainage, as is there applied to the ſouth, they would have ſeen their way through this alſo. What I have to do, therefore, is to enlarge upon what is there con- tained, and adopt the ſame reaſoning more particularly to the circumſtances of the preſent ſubjećt. - SCHEME OF IMPROVEMENT. FACTS. 1ſt. The threſhold of the big ſluice at Althorpe, I found to lie ſix inches below low water of the Trent there, the evening of the 16th of September paſt; but the preceding ſeaſon having been ſhowery, I conclude that, in dry ſeaſons, the Trent ebbs down ſo as to be even with the threſhold of that ſluice at low water. *. . . . . 2dly. I found the thickneſs of the water over Althorpe ſluice threſhold, one hour be- fore low water, the ſame day, to be one foot, and in paſſing the ſluice there was one foot fall from the ſurface of the north river, at the ſlow running water a little above the ſluice, to the ſurface of the Trent at that time. . From whence I conclude the & - - - - - - ſluice * Sec Vol. I. page 130. I 303 || fluice was then vending at the rate of 6000 cube feet of water, amounting to 166 tons per minute. \ . - - 3dly. The water's ſurface was then fallen two feet two inches below its mark before the doors opened, which mark was four feet 1% inch above the threſhold. 4thly. At the Torne end 23 miles above the ſluice, the water did not ſettle above nine inches in the whole tide. 5thly. In viewing the different parts of the level, I found the ground about the Tun- nel Pit, and particularly that part north of the Torne and weſt of the New Idle, to be the moſt oppreſſed with water, and, therefore, relative to its diſtance from its out-fall, the loweſt; here they were cutting corn up to the boot-tops in water. What therefore will effectually drain this farm, will furniſh the means of draining all the reſt. 6thly. I found the ſurface of the river Torne at the Tunnel Pit bridge, two feet 63 inches above the ſurface of the ſtagnant waters upon the ſaid farm, and as I judged it would take a redućtion of eighteen inches to run the water well off from the general ſurface of the loweſt parts, and one foot more to produce a competent drainage; hence then it appears there will be a fall of three feet eleven inches from the ſurface of the drains neceſſary to drain this farm to the threſhold of Althorpe ſluice. - 7thly. I found the ſurface of the river Torne, at the Tunnel Pit bridge, eight feet 11% inches above the level of the threſhold of Althorpe big ſluice, to which I ſhall con- ſtantly refer. - • 8thly. The Torne was, during the five days the above levels and obſervations were taken, within a few inches of over-topping its banks, quite away from the eaſt end of the new cut, a mile below Tunnel Pit, to the Crooked Dyke End, and continued at the ſame height at Tunnel Pit bridge, with one-eighth of an inch. - Now, had the big ſluice tunnel at Althorpe been one foot wider, that is, fifteen feet wide inſtead of fourteen, and its threſhold laid two feet deeper then with the ſame de- ſtent from the drain into the Trent of one foot, this ſluice would have run 21,000 cube feet of water, (amounting to 583 tons), per minute, and would have run 6ooo cube feet, the quantity diſcharged as above ſpecified, with one inch of fall. Hence this circumſtance alone would have reduced the water over the whole body eleven inches. I would, [ 3o4 J I would, therefore, propoſe to rebuild the leſſer ſluice, whoſe clear water-way is ſcarce eleven feet, and to make it fifteen feet clear, and to lay its threſhold two feet lower than that of the preſent big ſluice. The ſouth river, which anſwers to this pro- poſed new ſluice, is now diking out to a twenty-feet bottom, and to be ſunk one foot below the preſent ſluice-floor head, which is nearly on a level with the big ſluice threſhold. This enlargement to go from the ſluice to Durtneſs bridges ; but to make this drain, called the South River, ſuitable to the new ſluice, it ſhould yet be deepened one foot more, and widened ſo as to preſerve a twenty-feet bottom at that increaſed depth, and to be kept upon a dead level from the ſluice to Torne End. The further communication with the ſouth, as well as the north river, to be ſhut off by croſs banks, ſo that this part from the ſouth river, from Torne End to the ſluice, will be wholly ap- propriated to the diſcharge of the river Torne. From Torne End to the Great Elbow, at Hurſt, I propoſe to enlarge and deepen the preſent courſe of the Torne, anſwerably to the former, that is, to a twenty-feet bottom, with proper batters, carrying the bottom ...” from the ſouth river no further dead level, but upon a plan gently aſcending, ſo as to riſe two feet at the Tunnel Pit; that is, the bottom of the river at Tunnel Pit, and the preſent threſhold of the big ſluice at Althorpe, (or low-water mark in Trent), will then be upon a level. - In this caſe the rock and plaiſter bottom, near Hurſt, will be to deepen in ſome places 44 feet, and the water of Torne, (running the ſame quantity as I ſaw it when near bankful about Tunnel Pit), will have its ſurface reduced below the preſent bottom. . - - From the Great Elbow, at Hurſt, I propoſe to make a new cut through the common in a ſtraightline to the elbow below Roſs bridge, in length about two miles, which will eut off all the moſt diſadvantageous angles, ſhorten the whole'length half a mile, and leave the preſent courſe of the Torne between theſe two points, to ačt as a drain for purpoſes that will be ſhewn hereafter. This new cut to be carried on with a twenty-feet bottom, and, after joining the elbow of the preſent courſe below Roſs bridge, to widen and deepen the preſent courſe to a twenty-feet bottom, inclined as before ſpecified to Tunnel Pit. - - At Tunnel Pit, the new river being admitted three feet ſix inches deep of water, its ſurface will then be near 54 feet below its ſurface when I levelled it the 18th, 19th, and 20th ult. It will be two feet eleven inches below the ſurface of the ſtagnant water upon the Tunnel Pit farm before mentioned, and one foot five inches below the loweſt parts [ 365 j parts of the general ſurface of the ſaid farm, that is, five inches lower than as above ſtated, to produce a competent drainage there ; that is to ſay, coming to a fixed marks of which the country will have an idea ; its ſurface will be within ſix inches of the threſhold of the ſecond ſtop-gate, entering the tunnel under the bed of Torne, at Tunnel Pit. At the ſame time there will be a fall of three feet from the new river's ſurface at Tunnel Pit to Trent's ſurface at low water, as I found it the 16th, and this, in a courſe of 83 miles, will allow four inches fall per mile, beſides a fall into Trent, in paſāng the ſluice of three inches, and this is taking the water of Torne to be difcharged into Trent, (that is Torne bank-full), as I found them ; whereas, in all dry ſeaſons the ſurface of the Torne will be conſiderably lower, as above ſpecified; ſo that we may ſay in all ordinary ſeaſons, all the grounds adjacent to Torne on both ſides, will drain by ſtop tunnels, or holds, as they are called, in this level into the courſe of the river Torne. However, as the river is liable not only to be ſwelled confiderably by rains, but to be obſtructed by the growth of weeds, which, as they are taken more or leſs care of, are liable to hold up the water ‘more or leſs in the river; and though I think it very pračticable to make a good drainage of all the lands on each ſide the river into Torne, yet, as there are ſure means of doing it otherwiſe, I would by no means propoſe thoſe lands to depend wholly upon the exačt keeping of the river. I would propoſe, therefore, that all the ſoil that will be dug out of the courſe of the river, which will be a very ſufficient bulk, to be diſpoſed, bank-faſhion, on each ſide the river, whereby the Torne, thus embanked, will be ſuffi- -cient to hold in the flood waters at all times from ever getting upon the ſurface of any of the lands weſt of the high grounds at Hurſt, ſo that the flood-waters being conveyed away as they come, through the low country before deſcribed, thoſe low grounds will, at the decline of the upland floods, have nothing to vend but the downfall water upon their own ſurface, and thereby having little to drain themſelves, will not oppreſs and gorge the common drains for a long while together, and thereby prevent, in like man- ner, the drainage of the more diſtant, though higher parts of the country. Having thus, in all common times, reduced the river Torne at leaſt one foot five inches within ſoil, at the Tunnel Pit farm above mentioned, and ſtill more ſo with reſpect to the grounds on the ſouth ſide of the river, which I eſteem, at an average, to lie ſix inches higher, I propoſe to remove the tunnel entirely, and to make the New Idle communicate with the river Torne on both ſides, by ſtop-gates, ſo that whenever the ſurface of the Torne is lower than the ſurface of the New Idle, the drainage will be into the river, and whenever the contrary, or ſo on either fide, then the reſpećtive gate to be ſhut, and the drainage go on by other means that will be deſcribed. But I judge theſe gates will be of further great uſe in very dry ſeaſons, in letting freſh water out of - Vol. II. 24 - R r the [ 306 | the Torpe into the drains for watering of the cattle, and thus the Torne, inſtead of being thé bane and peſt of theſe levels, will become a valuable refreſhing ſtream. ^e That it may not be doubted whether the Tunnel Pit farm contains the loweſt grounds in the level, relative to drainage that lies near the river Torne, I beg leave to ſtate theſe further fačts:—That upon the ſurface of the Torne I found a riſe from Tunnel Pit bridge to Gate High bridge, of no leſs than two feet ſeven inches, in a courſe of about four miles. The ſurface of the water at Gate High bridge being no leſs than eleven feet 64 inches above Althorpe threſhold, and a further riſe to the Crooked Dyke End, (where the Torne enters the level of Hatfield Chaſe), of 4% inches. So that from the entry of Torne into the level of the Crooked Dyke End, to its departure into the Trent at Althorpe, being a courſe of 12# miles, there is a fall of no leſs than eleven feet ten inches, a very ſufficient allowance certainly to make a very complete drainage. I muſt, however, obſerve, for the ſake of reconciling my levels with others that may have been taken, that the ſurface of Torne at Gate High bridge was higher by 23 feet than when taken by your ſurveyor Mr. Scott, in a dry ſeaſon. This premiſed, I obſerved, that the grounds that were the moſt oppreſſed with water in the neigh- bourhood of Gate High bridge were thoſe lying to the north of Torne, and eaſt of Gate Wood road, between the Torne and the drain called Ring Dyke, and as thoſe grounds did not appear more overflowed, and about the ſame depth below the ſurface of the Torne, it will follow, that they lie higher than thoſe of Tunnel Pit farm by the afore- iaid riſe of two feet ſeven inches, ſo that when the Torne's ſurface is reduced at Gate High bridge, they will even drain into Torne there; but much more ſafely and effeótually by the courſe of the Ring Dyke, which goes from thence through the Tunnel Pit farm, and falls into the New Idle there, which drain will then want nothing but a more perfeót ſcouring and cleanſing to do its intended office, in draining thoſe grounds, and thoſe ſtill weſt, which lie proportionably higher. And N. B. The lands on the ſouth of Torne lie univerſally higher than thoſe on the north ; they, therefore, will in like manner, by a proper cleanſing and ſcouring, convey all their waters by the preſent courſes to the New Idle ſouth of Tunnel Pit, that the others are deſcribed to do reſpecting the grounds on the north. Conformably to what has been already ſtated, it will be abſolutely neceſſary to prevent the Torne overtopping its banks in this diſtrićt, to re- duce it alſo within ſoil, and at the ſame time procure matter to form ſufficient banks to confine it in extremes of land floods. For this purpoſe, I propoſe to carry the Torne in its preſent courſe nearly ſo, that its bottom ſhall riſe from Tunnel Pit to Gate High bridge two feet fix inches, and contraćt from a twenty feet bottom to eighteen, that is - - to * [ 307 | to ſay, to continue an eighteen feet bottom to Wroot Brick bridge; a nineteen feet bot- tom from thence to Fulfick Nook, and an eighteen feet from thence to Gate High bridge, which will be nearly ſix feet lower than I found it; a pit of two feet, which will be ſix inches per mile nearly, the ſame as at preſent, there will then be three feet depth of water at Gate High bridge, which will be nearly ſix feet lower than I found it, and will be at leaſt two feet within ſoil of the loweſt adjacent grounds, and even below the bottom of the preſent river. From what has been ſaid, I truſt it will appear that the diſcharge of the waters of the Torne has been very well provided for in all common times, ſo well, that the only diſtreſs that can happen will be when the river Trent is in ſuch a ſtate as that the doors at Althorpe continue ſhut for five days, as has been reported; but it muſt be obſerved, that as at preſent the banks of the north river are incapable of penning in the water to above five feet above the threſhold of Althorpe ſluice (the north and ſouth river having an open communication between them), it will follow, that wherever the Trent in time of flood continues more than five feet above the threſhold, though it was but an inch during the whole five days, yet the doors will never Open, as the flood waters of Torne will have an opportunity of expanding themſelves over the level; whereas, it is poſſible, that could the Torne have been confined, ſo as to have riſen ſix feet above the threſhold, then the doors might not have miſſed opening above two days of the aforeſaid five : but to give this matter a much better chance, and, indeed, a very good one in ſuch caſes, with the matter that comes out of the ſouth river from Althorpe to Torne End, I propoſe to make good the banks of that river, ſo as to be of nine feet above Althorpe threſhold, which is full four feet higher than the banks are now capable of penning, and which is as high as the high water of neap tides in Trent, at Althorpe; ſo that, unleſs the river Trent in time of floods ſhould con- tinue at low water as high as the ordinary heights of the tide at high water neap tides, the gates will run once in every tide, and, as I apprehend, will as rarely be ſtopped by a ſingle tide when the ſouth river banks are fully charged by the land waters, as they now are for five days together; and when the little ſluice is re-built as above men- tioned, it will diſcharge ſuch an amazing quantity of water, upon a declivity of three or four inches, that it will ſeldom happen when the ſluice runs at all, but that it will diſcharge as much water in an hour as the Torne accumulates in a tide *, and after the floods begin to abate the water will be run off ſo quick, that as much redućtion will be made in ten days as now will take two months. • If the present sluice runs 6,000 cube feet per minute, it will run 360,000 cube feet per hour, and 2,160,000 cube feet in six hours, supposed the average time of running for a tide; the new proposed sluice would on a descent or difference of four inches from the drain to the Trent surface, and surface in the case mentioned, discharge no less than 2,640,000 cube feet per hour. : What [ 308 J What principally remains is to ſhew how the internal drainage is to be provided for, when over-rode by the Torne; and the principal part of this difficulty conſiſts in run- ning off the waters collečted in the New Idle at the Tunnel Pit, both on the north and ſouth of the Torne, when the ſtop-gates there are obliged to be ſhut. I ſhall begin with the ſouth ſide ; and for this purpoſe, It is to be obſerved, that the preſent courſe of the Torne, from the elbow next below - Roſs bridge, to where the new river will join it at the great elbow weſt of Hurſt, will be deſerted; this, I would propoſe to dike out and ſcour, which it will want in places chiefly from Shore Nook bridge to the ſaid elbow below Roſs bridge, and from thence to continue a new drain nearly parallel to the courſe of the Torne, to join the Gadinſtake drain and New Idle near the preſent ſtop-gates of the Tunnel. This will be capable of running off the downfall water nearly to the level of the Torne's reduced ſurface at the Hurſt elbow, and where Iwould put a finall ſtop ſluice to prevent the Torne’s reverting in floody ſeaſons, at which time all the internal drainages will be ſtopped, but which, (by the aforeſaid proviſion) having nothing to run off but their own downfall waters, will ſoon be done; that is, as ſoon as the flood water is run off in Torne, and that will be as faſt as in Trent, upon which laſt, in fact, the whole will then depend. The moſt overflowed part of the level ſouth of Torne, and the moſt difficult to be. drained, is generally reckoned to be the Mizen Deeps and the grounds about the Bull Haſſocks. The Mizen Deeps is a remarkable flat track of ground, very far from being the loweſt in the level, but being remote from its out-fall, and near that part of the level bordering upon the New Idle, where the water runs indifferently towards the Tunnel, and ſo to Althorpe, or towards Snow ſewer, and ſo to Ferry ſluice, according as it makes the beſt deſcent; and as the waters from the New Idle ſouth of Torne are as I now find only ſuffered to run at the Tunnel two days per week, and the works formerly pro- poſed for Snow ſewer are now only executing, but have never been executed with the full effect; this track has hitherto remained the opprobrium of this level’s drainage. Now, from my obſervations, it appears that the general ſurface of the track of ground called Mizen Deeps lies at leaſt one foot higher than the general ſurface of the low parts of the Tunnel Pit farm, and two feet five inches above the propoſed reduced ſurface of Torne at Tunnel Pit as above ſpecified, and two feet eleven inches above the threſhold of the ſtop-gate of the preſent tunnel ; and further, when the deſerted courſe of Torne is ſcoured out, and a ſuitable drain brought up to the New Idle at Tunnel Pit ſouth ſide, as already mentioned, the ſurface of the New Idle will be capable of being reduced by [ 309 | this drain to a level with the threſhold of the tunnel’s ſtop-gate, ſo that there being a deſcent of two feet eleven inches from the ſurface of the Mizen Deeps, along the courſe of the New Idle; in the ſpace of about two miles (which is already a good and ſuffi- cient drain) there can be nothing more wanting effectually to drain the Mizen Deeps, and if thoſe, all the grounds leſs oppreſſed of courſe. •. f muſt further obſerve, that on examining Ferry ſluice, I found it ſubſtantially rebuilt according to my former report; it was diſcharging a very good body of water with only a ſingle inch of deſcent in paſſing through the ſluice, and but five inches fall from the drain to the Trent at low-water, the other four inches being occaſioned by the outfall paſſage between the doors and the low-water mark of Trent, not being proportionably deep and clear of filt. There were alſo ſome inches deep of warp upon the floor, and ſtill more in the drain above the ſluice, occaſioned chiefly by the fluice doors being out of repair and leaky, which would not be the caſe were every , thing made ſuitable, in order, and the proper means uſed; from the ſluice, for a mile upwards, the Snow ſewer drain has been deepened according to the propoſed dimen- fions in my former report, by finking into the ſtrata of rocky matter, and alabaſter, as deſcribed near the Hurſt, that had never before been ſtirred ; yet above this deepen- ing, the water was ſo held up by want of capacity in the drain, that at two miles from the ſluice, the ſurface of the water of the drain was full two feet ſix inches above the furface of the water of the ſaid drain, at the entry of the river; and had the drain been completed in like manner, to the place where Monkholm drain takes off (above which Snow ſewer, in its preſent ſtate, ſeems very good) this alone would have reduced the water over the whole depending drainage, at leaſt two feet in its then floody ſtate, and in dry ſeaſons conſiderably more. From the above fačts and obſervations from the Snow ſewer to its head, where it joins the New Idle ſouth of Torne, I conclude, that the ſurface of the grounds of the Mizen Deeps, lies full three feet above the low- water of the Trent at Ferry ſluice, ſo that the courſe not being (by eſtimation) much above four miles, it is not to be doubted, but that when Snow ſewer is completed, and the leading drains put in order, but that this track of ground will admit of a com- tent drainage alſo. |- - The country ſouth of Torne being thus adequately provided for, we ſhall now go to the north ſide; and here, after a total ſeparation of the Torne from the drainage as before propoſed, there is little remaining to be done; the north river is already deepened, and rendered of ſufficient capacity, being a thirty-two feet bottom, and carried to Durtneſs bridges, at leaſt fix inches below the threſhold of the big ſluice [ 3 Io J S. at Althorpe ; the Old Dun has been diked out and deepened, with ſufficient and proper capacities as far as the double bridge, within a mile and a half of Torne : the Anchor drain has alſo been diked out and deepened, from Durtneſs bridges to the elbow at John Coulmon's ſhuttle, and from thence acroſs into the drain that leads the water by the fide of the Brier hills, from Woodhouſe common, which laſt, on my laſt view, appeared to be the moſt oppreſſed with water in all the diſtrićt of the levels, yet, from my obſervation, its mean ſurface lies at leaſt five feet above Althorpe threſhold 5 ſo that during my ſtay there was nothing to hinder all the grounds dependent on theſe capital drains from being in a complete ſtate of drainage, but the continual pouring in of the river Torne at Torne End, into the north river, which bringing down water nearly as faſt as the ſluice " could vend it, kept the north river, though otherwiſe a very capacious drain, ſo conſtantly filled up and gorged, that the water at Durtneſs bridges was from four feet to four feet one inch and a half, and never lower than three feet nine inches above Althorpe threſhold, the whole time I was there, and yet the ſur- face of Brier hills was nearly clear, and Woodhouſe common with a few inches; now, if the Torne had been entirely ſeparated from the north drainages by the north river, and carried into Trent by the ſouth river with a ſeparate ſluice, I look upon it as a certainty, that in the ſtate of ſeaſon I found it, the big ſluice at Althorpe, that anſwers to the north river, would have run off all the other drainages ; ſo that the water at Durtneſs bridges ſhould never have been more than two feet above the Althorpe threſhold, and there would have been a better fall at a medium by two feet, from the ſurface of all the grounds that drain hither, and conſequently a very complete drainage ever to Brier hills and Woodhouſe common. . Furthermore there is dependent on this drainage, a long tract of low grounds that runs up toward Armthorpe, called the Uggins Carrs, which, though oppreſſed with water on account of their being more remote from their outfalls, yet, as this tract of country appears to riſe even more than in proportion to the diſtance, what will effectually drain Woodhouſe common, will furniſh the means, by ſufficient leading drains, to drain theſe alſo ; but as I think the drain along ſide of Brier hills not ſuffi- ciently capacious to receive the drainage of ſo extenſive a track, it appears proper, that the croſs drain leading from this into the Old Dun, at the place called No Men's Friend, ſhould be deepened, and alſo that the continuation of the ſaid drain ſhould be enlarged and deepened from where it turns off into the Anchor drain, to its other out- fall into the New Idle, between Sand toft and Durtneſs bridges. w * N. B. The south river being at this time diking out, very little watcr was discharged by the lesser sluice at Althorpe, which answers to the south river, * - It [ 311 J It yet remains to obſerve, that the moſt material of all the works that want to be executed, is for the drainage of theſe parts of the lèvels depending upon the New Idle, north of Torne; and that is, the diking out, deepening, and enlarging of the New Idle itſelf, between the Tunnel Pit and Durtneſs bridges. This drain, like ſeveral others, paſſing from a low through a high ground, as about Sand toft, is much ſtraitened in dimenſions both of width and depth, paſſing this high ground. This drain ſhould be taken up at the depth of the preſent bottom of the north river, and carried on ſo as to riſe but ſix inches at the Tunnel Pit; that is, ſo as to be there upon t a level with Althorpe threſhold, the ſame as the bottom of the river Torne: but ſup- poſing the water at Durtneſs bridges kept within two feet above Althorpe threſhold, and allowing the drainage water in this drain a fall of three inchés per mile, this, in three and a half miles, will be ten and a half inches; that is, the ſurface of the water in the New Idle at Tunnel Pit, north, will be two feet ten and a half inches above Althorpe threſhold; that is to ſay, eight and a half inches below the ſurface of the river Torne, in the ſtate we have ſuppoſed it; two feet one inch and a half below the general ſurface of the loweſt parts of the Tunnel Pit farm, and two and a halfinches below the threſhold of the ſtop-gate of the tunnel; and which ſurface, in dry ſeaſons, or rather in the begin- ning of a dry ſeaſon after a wet one, may be further reduced if found neceſſary. It’ appears to me, that the New Idle ſhould be made an eighteen feet bottom to the New drain, and a fifteen feet to the Tunnel Pit. * I mention only ſuch matters as happen to occur with reſpect to the particulars of the improvement of the internal drainage, becauſe it would require much more time, and more obſervations, to ſay exačtly what ſhould be done, or what dimenſions given in the more minute parts; my purpoſe at preſent is to point out the general outlines of a ſcheme, whereby the whole of theſe extenſive levels might be put in a complete and ſecure ſtate of drainage, leaving the detail to be more minutely ſpecified hereafter, in caſe the general plan be approved to be carried into execution: becauſe, if not carried into execution, the entering into theſe particulars would only be ſo much loſs of time; and I truſt I have been ſufficiently explicit, that the validity of the ſcheme itſelf may be judged of: for the ſame reaſon alſo I avoid entering into the detail of what appears to me might be done in the way of improvement of the works, in caſe: the buſineſs ſhould not be judged proper to be entered into upon ſo large a ſcale as I have endeavoured to explain; the preſent propoſition, as I have underſtood it, is to give a ſcheme that if poſſible may be ſufficient effectually to drain and ſecure the whole level; and in doing this, as boundaries and properties are become in a great meaſure ſettled by the preſent courſe of the drains, I have endeavoured, as much as poſſible, to / . *~ * * keep iſ 312 j keep the ſame courſes, without conſidering how far the works might have been laid out to more advantage, ſuppoſing nothing had been done. . *A , I ſhall now conclude by obſerving, that from the capacity of the new-propoſed fluice at Althorpe, that in all moderately dry ſeaſons, it will run off the Torne, and all the ſouth-fide drainages, confiderably beneath thoſe of the north river by the preſent big ſluice; I would, therefore, as an occaſional help to the north drainages propoſe to make a communication between the north and the ſouth river, a little above the ſluice houſe at Althorpe, with a ſtop-ſluice thereon, with pointed doors towards the ſouth river; and, furthermore, to have a ſtaunch erected upon the ſouth river of equal width with the propoſed ſluice above the communication, capable of penning occaſionally the waters of Torne to the height of four feet above the threſhold of the preſent big ſluice, which ſtaunch will have a threefold uſe. 1ſt. It will, by ſhutting down when the out-fall ſluice doors are ſhut, prevent the warp that will always, more or leſs, get through the doors from getting further up the river. 2d. By ſhutting down occaſionally to ſtop the Torne, in order to give the north river's waters a better opportunity of eſcaping by this deep ſluice through the communication. And 3dly, by penning in the Torne at convenient ſeaſons, and letting it go at low-water, to produce a ſcour, in order to drive out the warp and filt brought in by the tide, and depoſited between the ſluice and the ſtaunch. w - J. SMEaton. . A usthorpe, 7 th September, 1776. ESTIMATE for the execution of the new works propoſed for the improvement of the drainage of the level of Hatfield Chaſe, excluſive of a new out-fall, by John SME Aton, engineer, . . ~ ** *—- . . - . . . . ſ 36 s. d. To enlarging and deepening the south river to one foot deeper than the present undertaking, that is, so as to be two feet below the level of the threshold of the ~ big sluice at Althorpe, to be twenty feet bottom, and carried upon a dead level to Torne End, this is supposed in addition to what is now doing, being in length 2,207 chains, containing 27,630 cube yards, which, including drainage and ... banking, at four-pence, - & 9 - tºys - 460 10 0 To digging out by the course of the river Torne to a twenty feet bottom, inclined so - as to rise from the former two feet at Tunnel Pit, the length from the Torne end to , the great elbow west of Hurst, being iO1 chains, this supposed, the same as if dug out of the solid, on account of the managing the Torne's water, will amount . to 97,062 yards, which, on account of the depth and rocky bottom, including . . . . . drainage, is reckoned at four-pence per yard, - a gº • 1,617 14 o' ºummaſº ºwn-º-º-ºw - Carried forward -- 2,078 4 o * I .3 I3 - j - . * , , , Brought over { }, To digging a new course for the river Torne, from the elbow at Hurst, to the elbow next below Ross bridge, to a twenty feet bottom, with proper batters conformably to the depth before specified, being in length 16,655 chains, or 2 miles 655 chains, will contain 150,912 yards, which, including drainage, at three-pence halfpenny, To digging out the river from the elbow before Ross bridge to the east end of the New Cut, from the former length, being the further length of ninety seven chains, or one mile seventeen chains, keeping a twenty feet bottom, conditioned as before, will contain 87,336 yards, at three-pence half-penny, ź tº ; cº To digging out the river Torne, and embanking the same according to its present course, from the east end of the New Cut to Tunnel Pit bridge, being in length 105 chains, that is, 1% mile and five chains, to a twenty feet bottom, conditioned as before, which, on account of trouble in diverting the Torne's water, is supposed the same as dug out of the solid, amounting to 48,474 yards, which, including. drainage of the water, at three pence half-penny, - gºe * --> To digging out the river Torne, and embanking the same according to its present course, from Tunnel-Pit to Gate IJigh bridge, so that the bottom may rise in that length two feet six inches, and diminish in breadth from twenty feet at Tunnel Pit to eighteen feet at Gate High bridge, being for the same reasons estimated as dug out of the solid, which, being 335 chains, or four miles fifteen chains, will contain. 114,708 yards, at three-pence half-penny, tºº * > - tº - To digging out and embanking the river Torne, according to its present course, from Gate High bridge to Crooked Dyke End, so as to conform to the new river at Gäte High bridge, and to the old one at Crooked Dyke End, containing 6,844 s yards, at three-pence half-penny, - em; ... ºº ſºn eºs Total of digging of the Torne, - - • To cutting a new drain for the south drainage from the New Idle, near the stop gate at Tunnel Pit, to the present course of the Torne, at the second elbow below Ross. bridge, being in length 218 chains, and on a fifteen feet bottom, containing 53,289 yards, at two-pence half penny, - - - - To diking out the river Torne where wanted, from where the drain falls into it, to ... the Hurst elbow, being supposed in length 110 chains, that will want at a medium, two feet deep, upon a. fifteen feet bottom, will amount to 9,142 yards, at two- Pence, • * = tº. tºº. ſ ºn- tº- New drain, making, ſº- To digging of the Torne, Total of spade work, - t sus. .5 s. d. 2,078 4 6 2,201 3 6 1,273 13 0. | 706 is 3. 1,672 16 6. ſºmeºmºsº 99 6' 2. 8,032 1 -5, 551 1 10% 76. 3 s 8,032 1. 5. 8,663 6 11: w Vol. II. s , , ", constructions. I 314 l --- constructions. To building a new sluice at Althorpe south river out-fall, of fifteen feet clear water- 36 s. d. way, and the threshold to be laid two feet below that of the big sluice on the * north river, including the present sluice, taking the same up, the dam to Trent, &c. 1,500 0 0 The communication sluice and cut, º • cº sº as -500 O O The staunch on the south river, of fifteen feet water-way, and threshold as deep as s the out-fall sluice, - sº - - _ = . . .250 0 0 To six carriage bridges of £120. each over, the Torne, _* tº J -- .720 O O To six private bridges of £60, each over ditto, ( - _ as - 360 O () To a road bridge over, the new drain, -- º .* - -" 80 O O To a private bridge over ditto, • = * -- - 40 O O To a stop tunnel to the old course of Torne at Hurst elbow, ... • , . - 40 0 . O To two stop gates at Tunnel, Pit, 3660. each, .* sº- ... es ... • 120 9" ... O zConstructions, ... • 3,610 , 0 0 Spade work, ... * 8,666 6 11: • . Neat estimate, - 12,273 6 11; To ałłowance of ston, per cent.for contingencies, - 1,227 11 1 * - . - - 13,500 18 0: - , ºmºsºmsºmº Q N. B. There is nothing allowed in the above eſtimate for land converted from the commons to a new river or drain, or taken from the incloſure in widening the preſent courſes from the river or drains, nor for ſurveyors’ ſalaries, nor any other kind of expenſes, except what attend the articles ſet down, nor can the article of conſtructions, amounting to £3,610, be properly eſtimated till the proper plans for the execution of the reſpective articles are fixed, which cannot at preſent be done, which would take up a good deal of time, and if not executed, would be ſo much time and labour loſt; nor is the deepening of the New Idle from Durtneſs bridges to Tunnel Pit, or the ſcouring or deepening any of the internal leading drains, conſidered in the above eſtimate, thoſe being ſuppoſed works to be done by the preſent courſe of buſineſs. . - - —y - - - -- * -- *~, ESTIMATE of the extra expenſe of the propoſed new out-fall. Now ſuppoſing a new ſuice to be built at the propoſed new out-fall near Waterton, at the ſame expenſe as the propoſed out-fall and communication ſluice at Althorpe, then - - , . . . . . . * * - t all I 315 I all the other articles will be equally neceſſary to both ſchemes, and the difference will lie in the cut, and as the cut will paſs through other lordſhips, the value of the land muſt alſo be confidered, which, if not paid for, other conceſſions muſt be made to the amount. • :6 s. d. Now, supposing this new out-fall cut to be a twenty feet bottom, and to rise two feet - - - in its whole length from low-water mark of the Trent towards the north river, which is the least dimensions it can be supposed to have, the length being six miles and three chains, from Mr. Scott's measures, and levelling notes, I find it - will contain 276,716 cube yards, which, at three-pence half-penny, is se' 4,085 8 10 And there will be cut twenty-seven acres of land, and near twice as much covered; - but iſ the land cut is valued at £20. per acre, this will amount to « » 540 0 O Suppose four road bridges, at £120. each, ºr - Lºs ºn tº 4.80 O' O And three communication bridges, at £60, - - - . • º I SO 0 0 And eight stop tunnels for the four intersecting drains, at £40, each, - 320 O O as * Neat estimate, ſº- ſº tº tºº 5,605 & 10 To ten per cent, contingencies on the above, 560 IO 10: . Additional expense of the new out-fall, * 6,165 19 8: . ºmºsºme wº . t J. SMEATow. Aüsthorpe, 7th September, 1776, - DRAIN . [ 316. Jº DRAIN FROM KNIGHTSBRIDGE TO CHELSEA. The REPORT of John SMEATON, engineer, upon the expediency of carrying the outlet of the drain or sewer from the new street carrying on by Mr. Holland from Knightsbridge to Chelsea, into the brook below the turnpike road bridge, at the Cheshire Cheese, Chelsea. - HAVING carefully viewed and levelled what relates to the premiſes in queſtion, it appears to me, that the ſurface of the water of the new ſewer, where it is interſe&ted . by the drain running acroſs the ſtreet that brings the ſurface and drainage water from a confiderable track of diſtant grounds, is nearly upon a level with the bottom of the vaults of the adjacent new erected houſe, which is three feet four inches below the ground floor, or loweſt floor of the ſaid houſe; but as I found a point of the ſurface of the meadow oppoſite the ſaid houſe, and between the ſtreet and the brook, to be elevated two feet eight inches above the ſurface of the drain, which point of the meadow is ſaid to be covered ſeveral inches deep of water in time of great land floods coming down the ſaid brook, it will follow that the ground floor of the ſaid houſe is but little elevated above the ſurface of the flood water of the brook ; while the area between the houſe and the vaults, as well as the vaults themſelves, will be full three feet below the flood mark without; and hence it appears neceſſary to ſeek for ſome outfall more eligible and convenient than any that can be procured into the oppoſite part of the brook. The fall that can be obtained by carrying the tail of the ſewer down to an elbow, being the loweſt part of the brook that lies open to the road about fixty or ſeventy yards below the bridge, is, according to my level taken, four feet nine inches, and which, being ſeveral yards lower down the brook than the point to which Mr. Holland levelled, agrees ſufficiently near therewith to prove both, who made it four feet ſix inches, but being ſhewn the marks by the inhabitants there of the higheſt tides, and of the higheſt riſe of the water in the time of the greateſt land floods reſpectively; it appears that the higheſt tides rife at this place four feet ſix inches, and the land floods five feet, ſo that the higheſt tides will be within three inches of the bottom of the vaults, and the land floods three inches above them. The queſtion that remains there- fore is, whether, if the tail of the ſewer be carried into the brook above the ſaid brook at * the - , " . I 317 J the Cheſhire Cheeſe, which being carried through grounds unembarraſſed with houſes, ſtreets, or roads, will be more eaſily done, may not be ſufficient for the drainage of **. theſe new buildings. * The declivity of the ſurface of the water between the top of the conduit above the bridge, and the loweſt point at the ſaid elbow to which the level was taken below the bridge, was nine inches, but in time of great land floods from the obſtrućtion and want of capacity, not only under the ſaid bridge, but in the paſſages immediately leading to it, and from it, I can readily conceive that this fall at the ſurface of the water may at thoſe times be doubled, and become eighteen inches ; and this being the caſe, if the outfall of the ſewer was above the bridge, the water would, in conſequence, be liable to be pent therein eighteen inches higher than before, that is, to the depth of twenty- one inches above the bottom of the vaults, and as this would put upwards of a foot depth of water into the areas between the houſe and the vaults, this would not only render the vaults uſeleſs, but cut off the communication between them and the reſpec- tive houſes, which would continue for ſuch time as the land floods remained at the height above mentioned ; and though land floods, at that height, do not happen very frequently, yet, as ſuch have happened, and may happen, in an undertaking of ſuch ex- tent and conſequence, where even a miſapplied apprehenſion or alarm of ſome of the firſt inhabitants might bring a diſcredit upon the whole, and where it can be but barely made ſafe when the tail of the ſewer is carried to the moſt advantageous outfall, I can- not heſitate to recommend that it be ſo carried accordingly, that is, to the elbow of the brook, about ſixty or ſeventy yards below the bridge, at the Cheſhire Cheeſe, being the loweſt point where it lies open to the road. I would furthermore recommend, to prevent all annoyance by land floods, that provi- ſion be made for hanging a door at the tail of the ſewers, and that the flood-waters brought down from the country by the interſeóting drain firſt mentioned be not ad- mitted into the ſewer now recommended for building; but as by the gaining this outfall the ſewer of the building might be laid ſo deep as to go under the former, I would recommend the ſaid interfeóting drain to be tunnelled over it, and conveyed upon its own foot to its former or preſent outfall, becauſe, if the country waters were to be admitted from the interſe&ting drain into the propoſed ſewer, it might in ſudden downfalls ſo gorge the ſewer with water, when obſtrućted by the brook's water at the tail, as to produce the ſame ill effect as would probably reſult from carrying the ſewer into the brook above the ſaid bridge as before ſtated. -* * I obſerve £ 318 : * I obſerve that the courſe of the brook below the ſaid point recommended for the outfall of the ſewer, is obſtrućted and narrow in ſeveral places, between that and the outfall of the brook at Ranelagh Water Gate Stairs, I would therefore adviſe, for further ſecurity, that the proper means be taken that the courſe of the ſaid brook be kept properly cleanſed and ſcoured. . . . . . . . . ł - J. SMEATON. London, 8th April, rſ78. - zºº’ CARLISLE I 39 l CARLISLE QUERIES. Carlisle Queries, with the Answers, Query 1ſt. Whether the bank made by Mr. Milbourn, in 1770, and continued ever fince, has not, in a great meaſure, been the cauſe of the breach in Mr. Milbourn's ground in 1771; alſo, by throwing more water into the channel of the river, has not greatly contributed to the waſting of Mr. Milbourn's ground ſince that time 2 Anſwer. It is impoſſible for me to ſay poſitively, that Mr. Milbourn's bank of 1770 was the ſole cauſe of breaking his ground at the ſouth-weſt end of the corporation wier, becauſe other cauſes might concur, but the ſituation of the bank was ſo direétly adapted to produce this effect, that unleſs ſome other ſufficient cauſe had appeared, I ſhould not have heſitated to have attributed the whole of the damage thereto. - - - A bank, extending more than half way acroſs a valley compoſed of fine earth and looſe gravel, the whole of which was, in great floods, overflowed with water, in , the flanking poſition in which it ſtood and ſtands, muſt direétly tend to waſte the ground in the way it appears to have done, from the endeavour of the water again to ſpread itſelf after leaving the bank, and with an addition of rapidity ariſing from the con- traction of its paſſage. - Query 2d. Whether the ſouth-weſt end of the corporation's wier is not conſiderably higher than the ſouth-eaſt end, conſequently, will tend to throw the water more to the eaſt ſide of the river ? Anſwer. The ſouth-eaſt end, and indeed the greateſt part of the length of the weir, is ſeveral feet lower-than the ſouth-weſt end; indeed, in its preſent ſtate, it is ſo low as hardly to be conſidered as a wier or obſtrućtion at all, which circumſtance contributes very much to keep the current to the eaſt ſide, but its ſloping poſition upſtream, like the former wier (ſo far as its effects can amount to) will co-operate with the effect of Mr. Milbourn's preſent bank, tending to ſpread the water againſt the weſt border of the river. ! . - .. , , , T: * . . Query [ 320 J Query 3d. Whether the corporation’s preſent wier be not in as good a ſituation as the old one, and will do as little damage to Mr. Milbourn's grounds, if Mr. Milbourn neglečt to put in defences to his ground : - - Anſwer. If the wier were again rebuilt in its old poſition, it would be attended with every ill effect of the preſent one, as relative to Mr. Milbourn's grounds, with this very bad one in addition, that to raiſe the water into the corporation's mill leet (or dam, as here called) it muſt be raiſed juſt ſo much higher than the bed of the river at that place, as the bed of the river there is lower than the bed of the river in its pre- ſent ſituation ; it would therefore ačt more forcibly on Mr. Milbourn's grounds, and create a greater neceſſity of making defences, unleſs, by way of compenſation, Mr. Milbourn removed his bank, and reſtored every thing to the ſituation of the year 1779 } , , § before his bank was raiſed. Query 4th, What quantity of water will be ſufficient to ſupply the corporation's miſſ in its preſent ſituation and ſtructure ? . . . . . . . . . . Anſwer. The Barrow, in her preſent ſituation and ſtrućture, I find is effectually worked with a quantity of water amounting to 6oo cube feet per minute. * w Query 5th. Whether the waſte in the Brumel and Barton's bleach field would be of any material ſervice to the corporation's mills : ‘. . . . . . . . . . Anſwer. The waſte at the Bleach field or Stampery amounts to three and a half cube feet per minute, which is leſs than ++s part of the above quantity, whoſe effect cannot be perceived in the working of the mill. . . . . . . . . . . . . . . Query 6th. Whether there is not more than ſufficient at Milbourn's ſluice to furniſh his mills with water, on their preſent conſtrućtion ? Anſwer. In the ſtate in which I found the river, it afforded 2560 cube feet per mi- nute, down to the corporation's, and Mr. Milbourn's dams, beſides a quantity that overflowed the corporation's wier, and went down the channel of the river; but from the beſt information I can collect from the minutes of thoſe who took meaſures thereof during the drought of laſt ſummer, it afforded full 1300 cube feet per minute; if therefore 650 cube feet were conſtantly taken for the ſupply of the corporation's mills, as leakages and evaporations will unavoidably happen, and they appear clearly to have " '' ... u z * the [ 321 J. ...the firſt right of being ſerved, there will ſtill remain 650 feet for Denton mill in the drieſt ſeaſons, which, as it appears, will render it equally capable of working one wheel .abreaſt. . . . . . . . - w *Qgery 7th. Whether you think it would be prudent in the corporation to purchaſe “thoſe fields of Mrs. Lind's, and take in the water at Rocky Bank . - Anſwer. If the corporation could purchaſe Mrs. Lind's lands at a fair valuation, they lie ſo that ſometime they may be of uſe; but as I think the corporation cannot ſafely waive their right of attachment of a wier upon Mr. Milbourn, the diſagreeable circumſtances reſulting from that, as alſo from the partition of the water, would equally tremain. g Query 8th. Whether the tucks were not neceſſary to preſerve the mill race, and not to injure Mr. Milbourn's grounds - Anſwer. A defence is neceſſary where the corporation have made the tucks, and as they are in the mode of the country, I apprehend they are not under obligation to find a better, but in my own pračtice I recommend defences made parallel to the ſtream ; I do not ſee they have any tendency to injure Mr. Milbourn's grounds in the poſition ithey ſtand. d | Query 9th. Whether the abutment made at the high ſluice is not abſolutely neceſſary to prevent the water race being choaked with gravel? * Anſwer. I apprehend a work of this kind to be abſolutely neceſſary. Query 10th. Whether can the corporation's wier be more properly placed to do leſs damage to Mr. Milbourn’s ground 2 Anſwer. I do not ſee that it can, without the riſk of producing freſh damages, fully adequate to what are likely in its preſent ſituation. Query 11th. Whether the bank, in Mrs. Lind's ground, be not lower than Mr. Mil. bourn's bank, and neceſſary to prevent the ground from being overflowed, and the mill race deſtroyed in time of floods? Vol. II. T t Anſwer. [ 322 J Anſwer. This bank appears to be a full foot lower than the oppoſite one of Mr. Mil- bourn's ; in the preſent ſituation of Mr. Milbourn's I apprehend it to be expedient as a ſecurity, though perhaps not poſitively neceſſary; but in my opinion it would be much better for the prevention of damages to all the lands, if all the banks were away, and the river ſuffered to take its free courſe over the whole ſurface of the valley, as it did before the year 1770. - J. SMEATON. Carlisle, 1ſt November, 1781. THANKS [ 323 1 THANKS EMBANKMENT. The REPORT of John SMEAToN, engineer, upon the practicability and expense of embanking a track of mud lying in the bay before the House of the Honorable Captain Graves, at Thanks, upon the river Tamar in Cornwall. THIS track of ſoil, conſiſting of twenty-five acres, according to the admeaſurement, lying directly in front of the manſion houſe, and betwixt that and the beautiful river Tamar, though it affords an addition of proſpect when it is covered with water at high- water ſpring tides, yet being imperfeótly covered at high-water neap tides, and at all times deſerted and left bare for the greateſt part of the interval between tide and tide, it muſt upon the whole be conſidered as an objećt very deſirable to be converted into a different appearance. I therefore apprehend the value thereof as a piece of rich mea- dow is not the whole of the conſideration in the preſent caſe ; if it were, I could not adviſe, along with the certain expenſe that muſt attend the undertaking, to run the riſk of its ſucceſs. A ſtrong embankation againſt a large tide river, to hold out againſt the greateſt extremes of winds and tides without any other foundation than a bed of mud, ſo ſoft that it is impračticable for a man to make his way over it, and in all probability the deeper the ſofter, may be reckoned among the extreme caſes of praćticable embanka- tions; however, I look upon it in the preſent caſe, there is ſo great a probability of ſucceſs, that if Captain Graves ſhall think proper to hazard the expenſe, I ſhall not be unwilling to riſk my reputation as an artiſt upon it; the preſent and previous queſtion therefore is, what the probable coſt may be ; and having conſidered and made my own ſuggeſtions as to the mode of execution, and regulated the meaſures by the plan and ſection put into my hands, and having carefully computed every article, the ſum total in materials and workmanſhip, excluſive of temporary damage or ſpoil of ground for the obtaining matter from each ſide, and excluſive of any charges that may ariſe by ſuperviſal thereof, will amount to ºf I 193, which call ºf 1200. If, therefore, the pur- chaſe of this piece of ground as meadow is worth £1200, I-muſt adviſe Captain Graves, for the ſake of the ornament, to ſtand the riſk, and whenever the execution ſhall be re- ſolved on, I ſhall be ready to prepare the proper plans and ſeótions, and lay down the mode of proceeding that I would adviſe to be purſued. . . . Austhorpe, 15th May, 1778. w8thorpe, 15 ay, I 77 COQUETT I 324. I COQUETT DAM. (See plate VI.) EXPLANATION of the design for a dam for the iron works upon the river Coquett, with directions for putting the same in execution. Fig. 1ſt...is a general plan of the whole dam, with its land walls and conduits. ABCDEFG-Shew half of the body of the dam, and the ſouth land wall, as it. will appear when completed wherein. . - A B-Shews the doping caping C—The rough ſetting, or continuance of the ſlope. D—The rubble ſloping apron. E F-The caping of the dam's end land wall. G—Rough ſetting within the caping, which, together with the caping of the return walls, is to be ſloped upwards towards the land, in order to throw the ſtream as much as poſſible from the land. j H—The ſtart and collar of the draw-ſhuttle, for cloſing or opening the conduit of the ſouth-end wall at pleaſure ; the dotted lines ſhew the direétion of the conduit. IK—Shew half the body of the dam, as it will appear when got a courſe above the ground courſe, or ſet-off, wherein - . . . L L–Shew the diſpoſition of the Tyes Bond-ſtones, or Headers, after every three ſtretches ; and N. B. The headers are diſpoſed, not over one another, but in the inter- mediate ſpaces, ſo as every third courſe to come ſomewhat about the ſame perpen- dicular again. They are to be ſnapped off at the inner end, to prevent the water in caſe of flood, while goington, from taking ſo much hold of them as to turn them up. . . . . . a a a, &c.—Shew trenails in the aiſler of the down-ſtream courſes, which will be more particularly explained, and - "bb b b, f ; •- , f · ďrae， fatto?'.: // · wopwo7'wo'y maºywowanſºwało ug punº ºtud?ºzyaevu， oz. ſººrgrººp wae ºya º pºw????/ ·nt?????;unſaetaeſſº · 944， worvºu， ºr T-7 e- §§ §`ÈS 0'9" | } s ST） • > № № № ©. № № № № № ſ- ……， （S./- \º v v š4+）. ·_{3T TJV AT T L P JYP (7 º NIHS I, I,TE §4 Ho’º （~~~~）;HV ? Q. （~~~~….....ſaei§; ~$|\.js ĐÌ， №8 IZIſºs ſ-|RET， （H. l.Ș º zao?? o.rº/Z 722/7 2; 4’ :ò} / Jºcaſe to Fºg:"4.5.6 & 7. 60. Feet..................................... ºpſat 2227 397 º £5/-/) () (JJ XJELMIŅI ĀFĪ） AY@eſ/1 JÁIlº (ſ ſº ºſſºſAN £])][Sſ ſſſ (/[ 11·—i—l –1|-———…1·.|-……… „ĻĀ - ĢITĀTĒ, TĀTĀTE， FŒ Œ Œ Œ Œ Ù ù · º y ， ,;&# oz ºrvºſº 4.o |–|— ºſzę ºővďZA 3，777704 [ 325 1 bºb bb, &c.—Are wedges in the inner joint of each courſe, likewiſe to be more par- ticularly explained. The ſpace between the two aiſler faces to be backed with rubble, diſpoſed as will be alſo further more particularly explained. - M—Shews two projećting cheeks of ſtone, containing the grooves for the ſhuttles, and N. B. All the parts of ſtone, againſt which the ſhuttle will rub or ſlide, ſhould be made dry, and tallow burnt into the pores of the ſtone with a hot iron, which will preſerve not only the ſtone but the wood from wear, and to make the tallow lead in the better, and ſtrike deeper, it will be proper firſt to oil over the ſurface with linſeed oil. .. M N C–Shew the conduit before it was covered. . R—A ſlope of earth to prevent the water from penetrating into the ground joints of the body of the dam, and S T-Mark out the extremity of the rubble upper apron. . PQ—The corners, filled with ſlopes of rough rubble to prevent the eddy water from returning and affecting the land. ... Fig. 2d. is a ſečtion of the body of the dam, to a larger ſcale, wherein A B–Is the ſolid body of the dam, to be firmly built with maſonry. * - BC—A ſe&tion of the down-ſtream face. “ A L D-A ſection of the up-ſtream face, and D B that of the caping. E F-The rubble backing laid in ſloping courſes, as well as the nature of the mate-º rials will admit, to what is repreſented, and to be worked in very ſolid, the utility , whereof will be further explained. . - a a a-The trenails in the down-ſtream courſes of aiſler to be further explained. .. G-The ſlope of earth, HI–The [ 326 I HI—The rubble ſloping apron to proteå the ſlope of earth from being waſhed away by the water, and to condućt heavy floating bodies from injuring the body of the dam. or caping. - K—Rough ſetting, the better to reſiſt the aëtion of floating bodies. DL–Upright cramps to every other piece of caping. N. B. The dotted lines, a b, a c, denote the maſs of rubble uſed for a catch dam, and ad the ſlope of earth thereto. Fig. 3d ſhews the upright face of one of the dam's end walls, or land-walls, being to - - the ſame ſcale as fig. 1ſt, wherein T - A D B C–Shew the ſe&tion of the body of the dam. EF-The ſlope of earth. G H-re rubble ſlope. . M—The projećting cheeks for the ſhuttle to ſide in. O—The tail of the conduit, appearing broader on account of its oblique ſeótion by the face of the wall. MN O—The conduit, defined by the dotted line. M R—The ſhuttle ſtarts and cheeks of the collar. P—The filling up of the angles with ſlopes of rubble. S T-Set off on the face of the wall of ſix inches each, the backſide is alſo ſet off as repreſented at E F, in fig. 1ſt, Fig. 4th is the plan, and fig. 5th the upright of the top of the ſtart of the ſhuttle, wherein the ſaid letters refer to both. y A—Is the ſtart of the ſhuttle. - . . B BC–The * I 327 B B C-The face of the wall. D E-The cheeks of the collar cramped into the wall. D F-The ſtruts for keeping it firm and ſteady. G—The roller, whoſe axis being releaſed by taking out the bolt, the ſtart is at liberty to be taken out. H–A hoop to keep the head of the ſtart from ſplitting. R—Is an indenture into which a ſhort round being laid will ſerve as a priſe to the lever. Fig. 6. is the upright face, and fig. 7, is a profile ſe&tion of the ſtart and caſt iron rack, to which apply an iron gave lock or lever to draw the ſhuttle, wherein both refer to the ſame letters. - • - B–Denotes the teeth of the rack, to ſupport which, they are to be caſt ſolid with teeth, and let into - A—The ſtart, and are fixed and prevented from drawing by the ears. C C C– H–The hoop at top. DIRECTIONS FOR THE EXECUTION. There is not a more difficult or hazardous piece of work within the compaſs of civil engineery than the eſtabliſhment of a high dam upon a rapid river that is liable to great and ſudden floods, and ſuch I eſteem the river Coquett, and ſuch the dam here propoſed to be erečted; and when it is confidered, that the performance of every part of the intended works depends upon the firmneſs and well-eſtabliſhment of the dam, and further confidered what loſs, diſappointment, trouble, and vexation will attend a failure thereof, eſpecially in the winter ſeaſon, when ſuch a misfortune is more likely to happen than at any other time, it will readily be granted that too much care and cir- . cumſpection T 328 J cumſpe&tion cannot be uſed in putting the deſign here propoſed into execution, and , which, if duly and carefully attended to, will, in my eſtimation, not only be proof againſt all that can come againſt it, but may be executed without any material de- , rangement from floods, while it is going on, and eſpecially if begun and carried on at a proper time of the year, with a competent number of workmen, . The time, of the year. I would recommend to begin is as ſoon in April as the weather appears to be tolerably mild and ſettled, which generally happens about the middle of that month; and as the diſtance between the land ſtool walls on the upſtream ſide of the dam is propoſed to be, 170 feet, equal to the width of the river at the water line, when raiſed to the height of the dam, the foundation pits will be required to be funk in the ſlopes of the banks, , ſo that they will be defenſible from the river in all. middling ſpeats, and this part of the work may be going properly on before the ſurface of the river is reduced to its slow dry weather ſtate. I would therefore adviſe, that the land ſtool walls, with their reſpe&tive conduits, (which will be fully ſufficient for conveying the current of the river in its ordinary dry weather ſtate) be firſt not only eſtabliſhed, but completely finiſhed before the work of the body of the dam is begun; and this direétion is the more neceſſary to be obſerved, becauſe I have known in ſeveral inſtances, for want of attending to this, that the river has made a new courſe be- tween the land or dam’s end walls, and the main land; ſo that the walls ſhould not only be raiſed to their height, and caped, but rough ſetting, ſuch as is repreſented at the ſouth land ſtool at G. ſhould be completed. It is to be noted, that the conduits being ſuppoſed two feet ſquare in the clear open- ing, are to be built with well-jointed aiſler; and in caſe the rock ſhould prove too tender, jointy, or uneven, which will probably be the caſe, it will be properto inlay well-hewn floor ſtones of ſix or eight inches thick, and at leaſt three inches broader on each ſide than, the conduit, ſo that the ſide walls may ſtep or tread thereon, and the covers muſt alſo be of ſingle ſtones, to reach acroſs, ſimilar to the floor ſtones, and the whole jointed with good water cement of pozzelana mortar, ſuch as hereafter will be deſcribed. The dam's end walls being thus ſubſtantially conſtrućted, and made ready to receive the river's current, the water is to be turned through the con- duits as follows. Let a part of the maſs of rubble ſtone be depoſited as repre- ſented at H, fig. 2., ſo as to form a kind of bank 24 feet high, and ſloping each way, and arching conformable to the baſe of the dam, before which depoſit a quantity of earth, which, by treading or working, will ſtop the water and form a catch dam ſo as to turn the current of the river through the conduits, And as this catch dam, as to - - the I 329 | the rubble part of it, will, in fact, be ſo much done towards the general conſtrućtion, it will be proper at firſt to give it a good baſe, and ſlope downſtream, for it will thus be enabled to reſiſt a ſpeat without material derangement, which is always to be expected and provided againſt during the going on of the work: by this means, and the aid of a few ſodds, and earth to prevent the water reverting, after it has paſſed : the conduits, the whole area, whereon the dams are to be built, will be laid dry. The outline of the downſtream ſide of the dam is then to be traced out by a radius of 170 feet, (which may be done by forming together a number of ſmall ſlips of deal, like pantile laths, having men to ſupport them at proper diſtances from the ground), and the upper ſide by a radius of 178 feet. The ſtony bed of the river for the breadth of - the aiſler reſpectively forming the upſtream and downſtream face of the wall, is then to be reduced into level ſtretches, not all reduced to the ſame level for the whole length of the dam, or breadth of the river; but as far as each can be conveniently purſued upon one level, rifing or falling by a ſtep from one level ſtretch to another: and the thickneſs or height of the aiſlers are to be ſo adapted, that they will all come to one level at the top of the firſt, or if need be, the ſecond courſe, and then upon the down- ſtream face you ſet off a couple of inches; but the upſtream face wall is to be built perpendicular, without any ſet-off. - The whole ground bed of the aiſler upon the rock muſt be laid with the beſt cement, and the front of every courſe upward, for at leaſt ſix inches inward from the face of the wall muſt be jointed with the beſt mortar alſo ; but ſtill better, if the aiſler were wholly bedded therein from top to bottom. The whole row of aiſler in the ground courſe of the downſtream ſide ſhould be ſet and cloſed in before any part of the firſt row of aiſler of the upſtream face wall is ſet, and as the firſt row of aiſler on the downſtream ſide is carried on, it muſt be backed up upon a floping ſurface, a little ſhort of the upſtream courſe up to the full height of the downſtream courſe; and the whole of that courſe being thus finiſhed, and backed up, then begin to bring on the ſecond courſe downſtream, and the firſt courſe upſtream, completing the backing upon a ſlope as before from the top of the firſt courſe upſtream, to the top of the ſecond courſe downſtream; obſerving always, that theſe ſlope ſurfaces be as well cloſed in, and laid as ſnugly and ſmooth as poſſible, with this intent, that when a freſh or ſpeat comes down while the body of the dam is building, that the water may glide over it with the leaſt impediment poſſible, by which means it will be ſubjećt to the leaſt derangement; and to the intent that Vol. II. U u the [ 330, 1 the water may affect the whole as equally as poſſible. . A new courſe is never to be. begun till the courſe preceding is completed, obſerving always, to keep the upſtream face a courſe lower than the downſtream ; and every Saturday evening, or upon the apparent approach of rain in an evening, not to leave, if it be poſſible, a courſe incom- plete in that ſituation. - i ‘. . As a flood going over the dam in an incomplete ſtate is moſt likely to take down the aiſler of the downſtream face, by way of ſecurity and prevention, I propoſe that every other ſtone ſhould be pinned down by an oaken or fir trenail of one inch and a quarter diameter, reaching through the upper, and at leaſt ſix inches into the courſe below, and a fir wedge being moderately driven into the back ſide upper corner in each joint of the aiſler, this will ſteady every ſtone between two of its neighbours that are trenailed down, and thereby the whole will become fixed, as it were, in one arched maſs, and faſt to all under courſes. This trenailing may appear a good deal of trouble, as it is only meant as a temporary ſecurity, while the dam is building, yet as the hindrance will be nothing, provided additional people are appointed to this ſervice, and the coſt trifling in proportion to the damage that might otherwiſe be done by a ſingle flood coming down during the courſe of the building, I cannot but ſtrongly adviſe it; and as by this means, together with the former direétions, the work will be carried on with perfeót ſecurity, all that hurry and buſtle will thereby be avoided, that alone renders the work conſiderably more expenſive. The praćtice ſhould be this: the holes in the courſe ſetting ſhould be bored through before the ſtones are ſett, with jumpers gaged to bore a hole I; inch diameter, and after the ſtones, are ſet, another perſon with a jumper gaged to 14 inch, continues the whole fix inches deep into the ſtone below; which done, (a number of trenails being ready prepared of a ſufficient length, and truly planed to an octagon formed from a ſquare gaged to full 13 inch), and the leading end of the trenail being a little ſhaped off, to give it a clear entrance, it will eaſily drive through the upper ſtone having a hole of 1; inch, and the angles of the očtagon left on will, by driving, compreſs and fill the under hole pretty- tightly, which the ſwelling of the wood by wet will ſoon render ſtill tighter; but as notwithſtanding all care the jumpers may not all bore perfeótly alike, nor the trenails planed up be exačtly to the ſame gage, the under or entering end of every trenail muſt be ſplit with a ſaw for about 1% inch, and an oak wedge of about 2% inches long, 1 ; inch broad, and about a quarter an inch thick at the head in- troduced into the ſlit, and then when the end of the wedge touches the bottom of the hole, the trenail, if not already jambed, will be effectually ſo, by the penetration of the wedge into the trenail; this done, the top of the trenail being cut off fluſh with the upper I 331 upper ſide of the ſtone, and then wedged ſomewhat kindly, the whole is made level, and the trenail prevented from drawing either above or below. I hardly need ſay, that the trenails ſhould be made of clean ſtuff, free from knots, otherwiſe they will break in driving; but it may be neceſſary to ſay, that they ſhould be planed up upon a parallel, and not made with the entering end ſmaller than the other; for every thing expected from this is dones by the two wedges, and all danger prevented of their jambing improperly ; it is alſo neceſſary to ſay, that they ought not to be driven by an axe, or any ſmall round faced hammer, but by a flat faced iron maul, ſuch as is uſed by ſhip-carpenters for driving their trenails. The whole that I have hitherto men- tioned is eaſily executable by common hands: but the point that will require the moſt attention will be in the perſon that fits the ſtones to the courſes, to mark out the holes of ſuch as he propoſes to be bored through, that when they come into their places, the holes of the upper may miſs the joint of the under ; but if this is thought too great a taſk, if every bored ſtone is about four inches out of the middle of its length, it will always miſs a joint, by changing the other ſide up when found neceſſary. The upſtream aiſler courſe will need no trenails, being abutted upon the rubble, and defended by lying ſo much lower. As the ground courſe upſtream is carried on, it ſhould be immediately gently rammed behind with earth, and the ſloping apron of earth gradually brought on as the courſes are advanced; and the rubble backing ſhould alſo advance proportionably with the main body between the catch dam and this ſlope of earth. - J. SMEATON, Austhorpe, 13th September, 1776. Face mortar for downſtream after. To two buſhels of ſlaked lime in flour fifted. One buſhel of Civita Vecchia pozzelana. One buſhel of good ſharp ſand, beat the whole well together till tough like a paſte. Face mora: for upſtream aiſler and backing the joints of downſtream. To two buſhels of common mortar prepared with its ordinary quantity of ſand mea- ſured when wetted up, add Half a buſhel of quick lime in flour fifted, and Half a buſhel of Civita Vecchia pozzelana ſifted, the whole well beaten till tough, like a paſte. Mortar I. 332 I. Mortar for the backing, or inſide rubble work. To three buſhes of common mortar meaſured, when wetted up, add One buſhel of quick lime in flour, when ſifted, and thrown in by degrees, with the neceſſary addition of water, upon making it up for uſe, beaten well. . The conduits to be jointed with downſtream face mortar. The land walls below the level of the dam's caping upſtream, of upſtream face 1I] Ortar. - -á * The land walls to be one foot above dam's height for ten feet below the dam’s crown, . and three feet high at the tail.of downſtream mortar, all above of upſtream mortar, the backing mortar as above, - J. S. . FISHING I 333 I FISHING DAM, AT LUMLEY CASTLE. See pl. VI, figs. 7,8. ON viewing and examining the dam at Lumley, I find its original conſtrućtion ſo very bold, and, as I ſhould eſteem it, unſafe, that it ſurpriſes me how it has ſtood ſo long. The breach made laſt winter is now ſo far ſtopped as to pen the water to its uſual height. By way of further ſecurity, I would adviſe to fill the pool-hole below with rough quarry ſtone thrown in, and alſo to form a ſufficient ſlope on the upper ſide in the ſame manner, and then to make good the wall and penning at the foot, in the way that it has hitherto been ; for, as it would coſt a very confiderable ſum of money to build a new dam there; upon ſolid principles, I do not ſee that any thing can be done better with it, than to repair it as it ſtands; and as it has ſtood a great many years, notwithſtanding the natural weakneſs of its conſtrućtion, it is very poſſible, with proper repairs, it may continue ſo to do. The greateſt deficiency that is experienced, ariſes from the caping being taken off by the ice; as the top is compoſed of ſtones of very middling ſize, they are to be kept down by laying a boarding of bruſh-wood upon them, which bruſh-wood’ is kept down by laying ſtones thereupon ; when this fails, the wall of the dam is liable to be taken down. The moſt likely way to preſerve the dam will be, therefore, to cap it in a more effečtual manner, and I would recommend the method deſcribed in the ſketch s ſig. 7, pH VI. being a -ſeótion; and fig. 8. a plah of a portion of the dam, wherein AAA is the front or delivery noſe of the dam, BBB a half tree fixed with piles, at about ten feet up-ſtream of the front, and to be fixed as low as it can conveniently be got in a dry ſeaſon in the ſummer, ſuppoſe 2% or three feet below the full dam's ſurface 5 inſtead of the bruſh, I propoſe long ſtones of eight or nine inches thick, A C laid ſloping towards the half tree, the longer theſe ſtones are the better, but they ſhould not be of leſs length than three feet; theſe to be cramped, every other ſtone, to long deep ſetters, and joggled every ſtone to its neighbour, as ſhewn, fig. 8. The reſt of the ſpace between the deep courſe of large ſetters and the half tree, to be penned in with rough pen ſtones, and the whole to be ſupported by rough ſtones as ſhewn at D, and the ſlope E in the ſeótion, theſe to be thrown in after the piles of the half-tree are drove; F ſhews the preſent penning or apron ſupported by the piles G. - - - J. SMEATON. - Austhorpe, 15th May, 1777. . N. B. A part of their caping may be done annually, and the reſt ſupported with bruſh-wood till the whole can be executed, KINNAIRD 3 • . I 334 'l KINNAIRT) ENGINE. “The REPORT of John SMEAT on, engineer, upon the powers and improve- ments of the engine of Kinnaird, &c. HAVING received the following propoſitions or meſſage, from the Carron Company, I proceeded to an examination of the premiſes. The meſſage is as follows: After Mr. Smeaton has viewed the preſent engine, with the ſituation of the houſe, and conſidered any other facts he may think neceſſary to be informed of, the company wiſh to be adviſed which of the following modes they ſhould purſue, in order to be fully able to command, the water, and fulfil their contract and after-agreement, with Mr. Bruce. - t 1ſt. Would Mr. Smeaton adviſe the increaſing the powers of the preſent engine, and to ſink it to the Cox-road coal, and run another back mine * .. 2dly. Would he adviſe the preſent engine to ſtand where it is, and ere&t a ſmall addi- tional engine upon No. 10, pit? and if that could be done, and leave room in the pit, (which is nine feet diameter), to draw the coal, and ſave the expenſe of ſinking another pit? - - - e- 3dly. Or would Mr. Smeaton adviſe the ereóting a new engine upon No. 10. pit, or elſewhere, of ſufficient powers to draw all the water from the depth of fifty fathoms? * N. B. The bore of the preſent lift is 14% inches, and it was imagined it would require another bore of eight or nine inches to command the water : Having, in conſequence of the above, examined the premiſes, and made my own ob- ſervations, and having alſo read a printed tract, entitled, “Memorial for the Carron Company, 23d Jan. 1777,” and conſidered the plan thereto annexed, my opinion upon the different articles is as follows: Anſwer to the 1ſt.—In peruſing the printed paper, I find there has been much alter- cation, whether the engine that has been erected.at Kinnaird, zeither in its former ſtate, - - with I 33; 1 with a cylinder of 52% inches, or as at preſent, with a cylinder of ſixty-two inches, was or was not of ſufficient power to draw water from the depths required ; now, as it may give ſome light into the whole of the matter before me, to clear this point, I will endea-- vour to do it before I proceed further. I do not find that, in all the various reaſonings about the power of this engine, regard . has been had to any other circumſtances than the diameter of the cylinder, and the dia- meter and perpendicular height of the pumps thereto annexed, ſo as to calculate what neat burthen is laid upon each ſquare inch of the cylinder or piſton's area, without paying any regard to the velocity of the engine's motion under ſuch burthen, that is to ſay, to the number of ſtrokes made per minute, and length of the ſtroke, without which it is impoſſible to calculate the quantity of water drawn to a given height, and without which all reaſoning about the effect of the power of an engine, is like attempting to aſcertain the capacity or content of a ſolid, by having only two dimenſions. - In the courſe of my obſervations upon fire engines, through a confiderable ſeries of years, I have found engines calculated to carry a load, varying from under 5 lbs. to upwards of folbs. to the ſquare inch, thoſe carrying a light burthen are expected to go with greater velocity than thoſe carrying a heavy one ; ſo that if an engine, carry- ing 5 lbs. to the inch, goes with double the velocity, or, as I call it, makes twice the journey per minute, to what is made by an engine whoſe cylinder is of equal area that carries to lbs: the effects of the power or buſineſs done will be equal, that is, the water aćtually raiſed from an equal depth will be equal. In the fire-engine, however, as in other machines, there is a maximum that without new principles of power cannot be * exceeded; bad proportions of the parts, and bad workmanſhip, may make an engine fall ſhort in any degree of what it ſhould do; but which cannot be exceeded by the moſt : accompliſhed artiſts. . . Experience has, however, in ſome degree, dire&ted diſcerning artiſts towards a me-- dium, as to the burthen an engine ſhould carry upon the ſquare inch. The original patentees, from ſome of their firſt performances, laid it down as a rule to load the piſton, ſo as but little to exceed 8 lbs. to the inch ; but, on more experience, they diminiſhed that load, and amongſt the beſt articles of late years the practice has been to give them at or about 7 lbs. to the inch. Any of theſe will do, if the parts are pro- perly proportioned, but, from a long courſe of very laborious experiments, I have fixed my ſcale near upon, but ſomewhat under 8 lbs. to the inch, including the raiſing the injećtion. - - [ 336 1 injećtion water, which is a circumſtance never brought into the queſtion in the ſeveral computations mentioned concerning Kinnaird engine. A pump 44 feet below the pavement of the Cox road, coal appears to be 104 yards below the delivery drift of the engine pit, which, to allow for one or . more ciſterns, , call a Loð yards; now, according to my ſcale, an engine of ſixty-two inches cylinder, will work a pump 106 yards in height, of near upon 14% inches, the preſent pump being but 14, inches, will, therefore, be under the proper load. An engine alſo ſo loaded will go 10: ſtrokes per minute of eight feet two inches each, that is, it will make a journey of 833 feet per minute; whereas the preſent engine, in the condition I found, it the 2d September laſt, was going. I 1: ſtrokes per minute, of ſix-feet each, and then taking down its water, there being; near twelve fathom water in the pit, occaſioned by a preceding ſtoppage to put in a new ſet of larger pumps for the ground column: now, though it made 11% ſtrokes per minute, yet they being only of ſix feet each, its journey was no more than 67% feet per minute, which is leſs than 833 by near upon, one-fourth part of the preſent, per- formance; and as the upper tier of pumps was no more than fourteen inches, we may ſafely lay it down, that the effeóts of the preſent, engine may be improved without augmenting the powers, in the ſenſe. I apprehend is meant by the queſtion (that is, by - putting in a larger cylinder and pumps in the proportion of four to five), that is, by one full fourth of the preſent performance, and yet take the water from the pavement of the Cox road coal. This ſu ppoſes alſo, that all the water is, let down to the bottom of the Cox road coal, and then drawn up again, whereas the water being detained at its preſent random of the engine pump foot, it is probable, that a ſmall bore would draw the water from the Cox road coal; and alſo in running a back mine underneath the former to the verge of the boundary of the eſtate, which is all I apprehend can be expečted from the company in literal performance of their after-contračt, as they cannot be required to find the main coal within the boundary of the eſtate, unleſs it were there ; and if the company have nothing further in view than the literal ac- compliſhment of their contraćt, this ſeems not only to be, the beſt, but the only way by which it can be done. In comparing the performance of an engine of ſixty-two inches cylinder, ſuch as I have ſtated it when improved, with what it performs at preſent, or probably ever has done, it may poſſibly be inferred, that the engine at Kinnaird has always been defective in conſtrućtion, fize, or ſtrength, to what it ought to have been in conformity to the leaſe; but here I muſt remark, that if it was not defečtive in any of thoſe reſpects, - - according *- [ 337 - 1 according to what was deemed the beſt mode of pračtice at the time it was ere&ted, it could not be incumbent on the company to perform what was then hot known, as no one could, or can foreſee what improvements in theſe machines could, or ačtually have been made; and as I date the improvements mentioned when brought into the field to ſo late a date as the beginning of the year 1774, this is long poſte- rior to the erection of this engine. - Kinnaird engine appears from the firſt intended to work a fourteen inch pump, which is a larger ſize than has been commonly calculated upon, to wier a coal whoſe quantity of water was unknown: twelve inches in this caſe has generally been deemed ſufficient. A cylinder of 52% inches to work a pump of eighty yards in height, which appears to be ſufficient for winning the main coal at the place where the engine now ſtands, and of fourteen inches bore, would lay no more, including injećtion water, than 74% lbs. per ſquare inch upon the piſtons, which is very nearly what I have ſince proved by experiments to be the beſt; and if a 52% inch cylinder were fitted to this work, as we may well ſuppoſe in the interval between Martinmas, 1760, when the leaſe commenced, and the 31ſt of December, twelve months following, when the viſitors ordered the company to go down to the Cox road coal, and there run a level mine to cut the main coal to the dip ; I ſay, if in the ſpace of thirteen months, a 52% inch cylinder were fitted to this work, it was very natural, and I look upon it at the time adviſeable, to try how far they could go with this cylinder, ſince no one can ſay with certainty what is in the bowels of the earth, either of ſtrata or water, till they are pierced ; and the rather, becauſe if they then had in proſpect, what I am informed was really the caſe, that they ſhould take in a conſiderable feeder at the middle of the pit to the ciſtern º the upper column of pumps; then they had a probable chance to go down with a pump of leſs ſize to the pavement of the Cox road coal ; and a leſs pump was ačtually put in, and there continued till the new pump was put in (as I am informed) the laſt ſummer. Now, if the upper column of pumps were fourteen inches, and a lower column of thirteen inches had been found ſufficient to have drawn the water from the Cox road coal, theſe would have laid no more burthen upon the piſton, than 95 lbs. upon the inch, which is yet conſiderably under the limits of the burthen, which before that time I had ſeen in uſe, and at that time, ſo far as I know, no man had proved what was beſt. It was, however, then commonly known, that the engine under this load would go flower than if the burthen were lighter; but for ought that then appeared, or was known, it might be expećted to draw more water than the ſame cylinder would have done, if fitted with twelve-inch pumps, which, from the Cox road coal, including injećtion, would have laid no more upon it than 7.1% to the inch and which, as already obſerved, ſpe- Vol. II. X x culatively ; { 338 | culatively conſidered, might be deemed at this time an adviſeable power to attempt the winning of a colliery whoſe quantity of water is not known ; and had the ſtrata laid as ſuppoſed in the after-agreement of the 31ſt December, 1761, the work done accord- ingly, and the water grown eaſier, by continuance of working, as frequently proves to be the caſe, then there had been no reaſon of complaint of the inſufficiency of the •engine. It happened that in the year 1769, curioſity and obſervation (being in theſe parts) led me to take a view of Kinnaird engine, which was then working with the fifty-two and a half inch cylinder ; the minutes of this view are now before me, and it appears to me that this engine was doing as much work in proportion to its ſize of cylinder, as the generality of engines at that time did, of which I examined a good many, being then preparing for my own experiments. This engine, however, as I underſtand, by unlooſing. more water, was afterwards overpowered, and the Carron company did then what is uſually done in the caſe, put in a larger cylinder, increaſing it from fifty-two and a half to fixty-two; the pump being too great a load for the ſmaller cylinder, remaining as before; the effect of which alteration would doubtleſs be by diminiſhing the load upon each inch of the piſton’s area, to increaſe the velocity of the motion, and thereby with the ſame pumps to draw more water ; and which water having ſince again increaſed, the ſixty-two inch cy- linder is now in want of a further increaſe, or of improvements that may be tantamount. It, however, may now be made a queſtion, whether the building was originally made ſo as to be likely to be ſtrong enough for ſuch an increaſe of power, becauſe, if it was not, the Carron company muſt be allowed to be blameable otherwiſe, in building an engine incapable of a greater power than that originally deſigned, when it frequently happens that an increaſe of power in theſe caſes is wanted. In this reſpect, as I find the beam wall above five feet thick, and the other walls pro- portionable, I conclude it built with intention, if occaſion required, to receive a greater cylinder than the original one of fifty-two and a half inehes; its dimenſions are fully ſufficient for a cylinder of the ſize put in, and of ſuppoſition of the foundation being good, I ſhould not ſcruple to put in a cylinder of ſeventy inches ; a confiderable ſettlement has however happened in the beam wall direétly under the working beam, ſince the putting up of the ſixty-two inch cylinder ; the queſtion is therefore, whether this ſett has happened through want of dimenſions, or inſufficiency of the work, or from ſome other cauſe : T . As [ 339 1 As I am informed, ſome feet under the beam wall there is a ſtratum of ſand which, though ſufficiently compačt to bear weight, will not bear the leaſt oozing of water, if it can get looſe, as is commonly the caſe: this ſtratum I underſtand was ſunk through in ſinking the little ſtaple pit for the injećtion pump; now, in wet ſeaſons, a very ſmall drainage of water from this ſtratum of ſand into the ſtaple pit will bring particles of • fand along with it, and by continuance of the fame for years, though almoſt imper- ceptible in a ſmall ſpace, is very capable of producing the effect no ſeen, and though it is probable that this would have appeared before this time, though the fifty-two and a half cylinder had remained, yet the greater the agitation cauſed by the larger cylinder, and perhaps wet ſeaſons co-operating therewith, may of late have brought on this ap- pearance in a greater degree ; and it is an argument of the ſolidity wherewith the walls of this building have been raiſed, that the ſettlement is perpendicular, being in the middle under the beam, and near the ſtaple pit, while the ſide walls at a greater diſtance, and leſs preſſed, ſtand where they were built. The propereſt way to put a ſtop to this evil, which, from the nature of it, above de- ſcribed, muſt be growing, will be to put into the ſtaple a cradle or tub, cloſe boarded, fo as nearly to ſhut up the water, but effectually the particles of ſand iſſuing from this ſtratum, and if need be to continue the boarding or ſheeting on the ſide next the engine of the main pit. This effectually done, the ſettlement will go no further, but if it be not, recourſe muſt be had to buttreſſes to diſcharge the weight and action of the beam ſideways, which buttreſſes had beft be founded near the ſurface, and if need be, fupported by piles driven thereunder ; it is impracticable to rebuilt the beam wall in a going engine, otherwife, if time would permit, an arch might be caſt over the fpace. liable to ſettle. - - Furthermore, as it appears that the plan of the engine is ſuch as to be capable of having as many boilers, and of as large ſize as in event might be wanted; in this re- ſpect alſo it is adapted to an enlargement of the powers, and though it is by no means. ſuch a conſtruction as I ſhould now recommend, yet at the time of the erection, things. appear to have been done and diſpoſed in ſuch a method, as was moſt generally approved 5. in ſhort, though the Carron company do not ſeem to have been ſparing in the execu- tion of ſuch things as from time to time have appeared for the beſt, yet they ſeem to have been particularly unfortunate in receding from the firſt propoſed ſituation of the engine; for had they perſevered in getting through the firſt difficulties of that fituation, every thing after would have become eaſy, and many heavy expenſes, and many diſappoint- IłłęhtS [. 34o J ments avoided. Having now diſpatched the immediate ſubjećt of the firſt queſtion, as well as what naturally aroſe out of it, I proceed to conſider the ſubſequent. In anſwer to the 2d and 3d queſtions, which I ſhall take together, becauſe they both of them ſeem to imply the giving up any idea of a ſpecific literal performance of the after-agreement of the 29th of December, 1761, in reſpe&t to the ſinking of the Cox road coal, &c. and to put the matter from what has turned, upon what is beſt now to be done, in order to win out of the Kinnaird eſtate as much coal as can be got out of the main coal, and ſuch of the upper ſeams as it may ſeem eligible to get. It is now ſtated to me, that the pavement of the coal, at the pit No. 10, lies ten feet below, the foot of the preſent engine pump; it appears therefore neceſſary in order to get the coal there, to erect an engine of ſome kind at the pit No. Io, and the queſtion is, whether a ſmall engine, with pumps of eight or nine inches, to draw ſuch quan- tities of water as cannot be commanded, in point of level, by the preſent engine, or at once to erect an engine of ſuch conſtrućtion, power, and ſize, as ſhall command the water of the whole field at that place 2 and I cannot heſitate in ſaying, that I look upon it to be the ultimate intereſt of the company, under the circumſtance of waiving all other agreements, to build a new engine at pit No. 10, that ſhall at once be likely to com- mand the water of the whole field. & To begin a work with ſuch a power as is generally found to be competent, though from unforeſeen accidents it afterwards proves to be otherwiſe, this muſt be looked upon among the number of uncertainties that attend theſe affairs; but now that the field is in a great meaſure explored, and the quantity of water inveſtigated, to erect any thing that has not the probability of being fully competent, would be unpardonable. It is ſtated that a nine-inch bore may be wanted in aid of the preſent engine: to work this with proper effect at No. 10 pit, will require a thirty-ſeven or thirty-eight inch cylinder to be erected new, with a houſe, and all its furniture; but to do this work, and all that I found doing at the preſent engine will be done by a ſixty-five inch cy- linder, properly conſtrućted at No. 10 pit; yet to provide for all contingencies that can reaſonably be expected, I would adviſe the company to put on an engine of the firſt rate, viz. an engine of ſeventy-two inches cylinder, which will work pumps of ſeventeen inches bore, and draw one-fifth more water than the laſt-mentioned engine, and in caſe there ſhould be no increaſe of water beyond the preſent, will do its buſineſs in leſs than fifteen hours per day: the great advantage of having time to ſpare is well known. - Much [ 341 || TMuch in caſes of this kind depends upon the eſtimates of expenſes, but to make an accurate eſtimate of two fire engines would of itſelf take much time, and when done, '', ' '. - , * * * * ***, *e. t tº ". ". * f " ...ſº, tº l w g - - . ~ * 1* iſ & x: 4 . , - . A - * . . * . . . . . . . . “ , . . .”. tº . . . . " , , , , , ! ~ * * ". . . g * .. ‘. . . .'; . • , , . . i . . . * - i , - " - - 1. * , & e - . . . . . . . ., w" . . . . . . .”— - 4 t , º . ºf -2 °. tº A. . . . . . . . . ' '.. --- - - rf. *. i . . . ... ; : ... ... tº . - - * . . . * * ' ' , . .’”. * '' £, 4% p With this view I placed in the hot-well of my experimental engine, a pan made of tin, as large as could be placed therein, leaving a vacancy between the fides of the hot-weil and the fides of the pan, for the injećtion water to aſcend, and to paſs off at the hot-well ſpout as uſual. This pan was then continually ſupplied with cold water from a neigh- bouring well, in ſuch quantity only as continually running off into the boiler kept up the feed therein; I did not find any ſenſible difference in its produćt of work in propor- tion to the coals uſed, than it did in its ordinary way of being fed upon the hot-well. The following method, therefore, founded upon the above experiments, is what has ſince occurred, as being the beſt and eaſieſt way of applying thoſe principles, and which, on ſuppoſition of a refervoir large enough to hold water betwixt rain and rain, cannot fail of ſucceſs. • * - Fig. 1. is ſuppoſed to be a ſection of the hot-well, wherein ABC D–Shew the hot-well, ſuppoſed to be cut through the middle. E F G–Part of the fink pipe, with the horſe-foot valve. HIK L–Shew a ſečtion of the copper pan made to fill as much of the vacant ſpace of the hot-well as poſſible, it may touch the ſink-pipe, and but juſt clear the joint of the . horſe-foot valve, the bottom being a little rounding, and about an inch higher at the point I than the point K, in order to induce a part of the injećtion water to aſcend to- wards the part H, which, without that advantage, it would not be apt to do, the con- veyance-ſpout being near the part L, but the three ſides of the pan that apply themſelves, to the three ſides of the hot-well, are to be about 1% inch diſtant therefrom at the top, and about two inches diſtant at the bottom of the pan; and, according to theſe direc- tions, the abſolute dimenſions of the pan is to be taken from that of the hot-well. Now, the feeding water being brought and let fall into the pan by a lead pipe from the feeding reſervoir, it will be continually receiving heat from its immerſion in the hot- well water, up to the dotted line OP, and muſt be continually paſſing off by two ſpouts, one marked M, the other N, from whence the water is to be conveyed to the feeding pipes of the two boilers. Fig. 2. is ſuppoſed to be a plan of the hot-well and pan therein, wherein A B CD repreſent the top of the hot-well, E is a ſection of the ſink pipe, and R the conveyance fpout for the hot-well water. * H IK L– - - , , º, - 'º'; . .” , - . sº '? * - ! • * * * * * * *... - " . " . . . ***f $$. . . . . . " ": ... ." § ºf gº 4×{ ." Nº. tº ... ... .º.º. r. ,--> *** - - s : *. * -- - 1 | - ' & B- f J º, * º - 3. ***'. -* *Sº 3.º *..is 4. HIK L–Shew the top of the pan, which, being flanched an inch, or all the four ſides, is to be rivetted to an iron frame hik 1, which is to lay upon the top of the hot-well, and intended to ſtrengthen the pan, being of ſlight copper, ſo that, when any thing is to do at the horſe foot valve, the frame and pan will lift out altogether. -: * > -. *... ." Nº . . . . . . . . .es; ºr 's ºf $ * * * . . . . . * * * : z º. ić . - . . . . . hiº. * M—Is the feeding ſpout for the centre boiler, and if the engine has two boilers, N will be the feeding ſpout for the off boiler. 2--" Q–A branch upon the ſquare frame, with a hole in it to receive the tunnel pipe, which will be further explained in the ſequel. Now, to give the water a degree of warmth before it enters the pan, it is brought from a ſmall reſervoir through many yards of lead pipe, immerſed in a lander trough, conveying the hot-well water (after having left the hot-well) throughout its whole length. - . . . . . . . . . . The lander trough is compoſed of three deals, and ſuppoſed to be eight inches wide, and nine deep, inſide meaſure, made to convey the water of the hot-well by a ſmall deſcent from the hot-well (ſuppoſe about one foot in forty yards) into a little pond or receptacle, from whence the water runs away by a ditch. In this lander trough is laid a lead pipe of two inches bore, made of ſheet lead, turned and burnt, and extending through its whole length, which, being inſerted into the wooden trees, bringing water from a ſmall reſervoir, containing ſoft water, will convey it into the feeding pan, and the leaden pipe being all the way immerſed in the current of hot water through the lander, will by that means get prepared by having the chill taken off before it enters the pan. After being further warmed in the pan, it runs off by the two ſpouts MN, whereof the water from M falls into the wooden ſpout, which leads into a tunnel upon a pipe of about 1% inch bore, which is turned and joined to the upright feeding pipe of the boiler. In like manner, the ſpout N is provided with a wooden ſpout to convey the feeding water for the off boiler into a tunnel and pipe of the ſame kind. The ſloping pipe of wood for conveying the hot-well water from the hot-well down to the lander, for the ſake of its being out of the way, is propoſed to be carried under the timber floor that makes the boiler head floor over the ſtoke hole, and then paſſing by the lander. At , I - , , , ºr • I 365 J At the diſtance of three or four feet, little ribs or bars are to be laid acroſs the bottom of the lander to ſupport the lead pipe from the bottom, that the hot water may get round-it, and alſo to impede the water from running in ſo ſwift a current as not to drown and cover the lead pipe. - . .4- Now, the end of the lead pipe at the place where the lander trough terminates, being ſeveral feet below the level of the top of the hot well, it is neceſſary that it be joined to the wooden trees coming from the little reſervoir, whoſe bottom, or rather the entry of the wooden pipes, ſhall be one foot higher than the top of the lead pipe at the cock delivering into the pan. - The little reſervoir is ſuppoſed to be made artificially, or dug upon ſuch ground that the mouth of the pipe at the reſervoir ſhall be about three feet below the ſurface of the reſervoir when full, in conſequence hereof the water will deſcend through the wooden pipes, and aſcend through the lead pipes, and paſs by the cock into the tunnel Q, fig. 2, where, deſcending by the copper tunnel pipe thereto annexed of about two inches diameter, it will gradually aſcend towards the ſurface of the pan, and it paſſes off by the two ſpouts to the boilers, as before deſcribed. Beſides the two inch cock at the pan, there is propoſed a 2% inch ſtop cock in the lead pipe, by way of regulation and convenience, as follows: * The little reſervoir is ſuppoſed to be of ſufficient ſize to hold feeding water for one or more hours ſervice at an extreme; it is then to be found, by a few days trial, what, quantity of water continually running from the great reſervoir, to be let out by a cock placed in a tree at the bottom, and then paſſing through a common open caſt trench into the little reſervoir, will keep it ſupplied during the twenty-four hours ſervice, and in like manner, the ſtop cock in the leadpipe muſt be regulated ſo as to ſupply a quan- tity into the pan equivalent to the boiler's conſumption, which being once found, wilf need little alteration, ſo that when the engine ſtops working, there will be nothing to do but to ſhut the cock at the pan, and when it begins working to open it, the regulation of quantity being done by the ſtop cock in the lead pipe ; there will, however, be juſt the ſame attention neceſſary in the keeper, to ſee that the water in the boilers keeps right by the gage cocks, as in the common way of feeding, and to give the ſtop-cock in the pipe a touch accordingly. . It may probably happen that one feeding ſpout may run leſs water from the pan than the other, or that one boiler may raiſe more ſteam than the other, in which caſe, if a couple I 366 couple of thin wedges are driven under the iron frame that ſupports the pan, on the oppoſite ſide of that which runs too little, the quantity may thus be adjuſted betwixt them as nicely as you pleaſe. w If the intervals of working do not exceed half an hour, it perhaps may be found con- venient to let the boilers feed at ſuch a rate as to take in the water continually ; for though in the interval the water will go into the boilers almoſt cold, yet the fire that muſt neceſſarily be kept on, will keep the whole to a boiling ſtate, that now only pro- duces a loſs of ſteam, and conſequently of feeding water. 4. Laſtly, the ſhift pipe, inſtead of being carried out of doors, may be returned, and come down into the pan, and its end being bored with ſeveral ſmall holes, be immerſed about four inches into the pan's water, but not ſo deep as to prevent its ſnifting; by this means the heat of the ſteam of the ſhifting pipe, that otherwiſe would be loſt, will be added to the feeding water in the pans. COMPUTATION OF QUANTITY. A cube yard of water will laſt an engine of ſixty-inch cylinder, in boiler's feed, full “eighteen minutes, that is, ſuppoſe the engine to go twelve hours in twenty-four, at the rate of forty cube yards per day, a reſervoir, therefore, of forty yards ſquare, and two yards mean depth, will laſt the engine eighty days; and a reſervoir of ſeventy-ſix yards long, and twenty-ſix yards mean width, will nearly do the ſame thing at five feet deep. - - - J. SMEATon. Austhorpe, 8th Oétober, 1779. P. S. The fmall reſervoir will hold twenty-four working hours water, at eight yards wide by ten yards long, and to draw off a yard depth of water; but it will be well to dig the ſmall reſervoir a foot deeper, near the mouth of the pipe, that the water may go in clear of ſediment. - RAVENSBURN KWIZZzaze/Zºe.967 £ A'Zevatºo ------------------------------------------------------------------------------------------------- Co nnecting Act.” - ./Jmeator.2778. J. Parey Jun.de/. W. Zorry reup. Zºbāržed as the act directs, 1812, by Z*man. Harrºw. Crºne and Brown, Puernorter Row, London. I 367 j &.'s ', ſ , f < ** RAVENSBURN ENGINE. EXPLANATION of the plan and elevation for the Ravensburn engine. See the deſign plates 9, 10. THE two ground ſills are intended to be laid upon brick walls, conſiſting of one or as many courſes more, as are neceſſary to bring them up to a proper level from a ſolid foundation, or inſtead thereof they may be founded upon pile heads, cut off to a proper level. - The weights upon the crank end of the regulating beams, are intended to overhaul the forcers and fill the barrels, ſo that the crank rods will, together with the crank, be always bearing downwards ; there will therefore be no uſe for under braſſes for the crank rods, or upper braſſes for the crank, otherwiſe than for ſafety, they may therefore be made of yew or hard oak. As there is intended no directing frame for the regulator's beams, their ſteadineſs will. depend upon their gudgeons, which, for this reaſon, are intended to be as far diſtant as poſſible; the middle one therefore is made as long as can poſſibly be admitted between: the outward regulators; which ſhortening the gudgeons of the outward, regulators, on the ſide next the middle one, are compenſated by a greater length on the outſides, and is extended beyond the length of the middle gudgeon, becauſe the bearings on each gudgeon of the outward regulators, not being equal, will have occaſion for a greater. length to keep them equally ſteady. The gudgeons are caſt upon broad plates, upon which the regulators are bolted down, without any perforation in the middle of the beams, the method of which will readily appear from the drawing, fig. 2, plate 9. The regulators are ſuppoſed to be one foot high by nine inches thick in the middle, and to be made ſo much bigger in height at the crank end, and ſmaller at the forcer end, as will ſuit the taper of the trees they are ſawn from ; they may alſo be made, a , little taper in the width if it be found ſuitable to the times, viz. ſuppoſe ten inches wide. at the crank ends, nine at the gudgeon, and eight inches at the forcer, I mean them - however to be all three alike. - The centre or axis of each barrel, when ſcrewed down in place, may be found upon the regulator when level, by laying a ſtraight rule againſt the inſide of the barrels up to : the regulators, and then finding the middle between, but the centre of the force rod braſſes muſt be ſet four-tenths of an inch further from the regulators gudgeon than this middle point, becauſe the curve, deſcribed by the centre point of the force rods, will; I 368 l º will be eight-tenths of an inch out of a ſtraight line, and by doing it this way, will never depart from the middle line, but four-tenths of an inch on each ſide, which will avoid the neceſſity of arch-heads and chains, as I had firſt intended. I propoſe that every part of the engine may be put together, and in working con- dition, in the yard, before any part of it is removed to the engine houſe. N. B. The nuts for ſetting down the gudgeons upon their braſſes, are intended to be hexagons, becauſe if ſquare in turning round they will interfere. Every gudgeon is intended to have its own ſeparate pair of braſſes, but thoſe between the regulators will be cloſe together; the regulator in the plan, fig. 2. that is, furtheſt from the upwright view, is ſhewn in place as completed, but the ends broken off, the other two are ſuppoſed not in place, but the lower braſſes in place ready to receive The working barrels ſhewn in plate 10, fig. 3, is a plan of the whole, and fig. 2, is the ſeótion of the middle working barrel, as alſo of the horſe tree, with the ſućtion pipe, and of the ſaddle tree or cheſt. AB is the cylindrical part of the barrel, or bored part of the forcer, of ten inches diameter, below which it widens to - CD, the chamber for the ſućtion valve, and conveyances of twelve inches diameter. EE ſhew the fianch or ſquare baſe upon which it ſtands, being eighteen inches fúuare. - - FF is the upper face or ſeat of the horſe tree, which has three round holes of eight inches diameter, denoted by - G G, which are covered by the ſučtion valves. HI is the communication pipe of the horſe tree, being eight inches ſquare, and tarries the water to all the three barrels, - . . . . . . . K L is the ſuétion pipe and flanch, which is round, and of eight inches diameter, placed anſwerable to the middle barrel only. > * . - . . . . . M M N OO ſhew, the branch or conveyance pipe, one to each barrel, the entry ‘M M and paſſage to. N are ſquare, that is, cight inches wide by fix high, but gradually - gathered Vo/I/Palexpºſe.}68. Zozº,576A. For 77/E WORKZWG BARREZ.S. For Z2AVEW&BOURNE ENGIWE. | A ſ i A \ — A ( 2 E) T Aºzzaf | Zºrozzz <---------- ** 2L--------->> k----------- **-----------> -7--> : A.'Éevazzo re. Jeczzozz, (TE) ( - B B ºv V-1 DeV VPTh DeV : T- T-T L- - --> Ti iP T; : -E- V--> U- I º IR º T 2, N N ſ N 2. Hºl *l Han Pl L IE I E Ó SJ E L E - E_ f U-I [−. TT : à 2 - H. O O I : : : É <^ &T g º º > > ſca/e of Feet. S- H; # f Gºeee. sº | * *- ) Zan. zº. 3. º ---------" ------" J.ſmcaton 2778. WZowry reu/p. Azółºrked as the ſlet directºr, 1812, * Zongman, Hurst, Rees, Orme and Brown Paternoster Row London. I 369 j. gathered into the round hole O O of eight inches diameter, through which the water is forced into the cavity of the cheſt or ſaddle tree PT, twelve inches wide, and eight inches high, which, like the horſe tree, communicates with all the three barrels. The hole O O is covered by the forcing valve, and this is in the middle of R R, a flanch of eighteen inches fauare, upon the branch of each barrel, ſo that theſe three flanches of the three barrels form a ſeat to which the under face of the ſaddle tree ap- plies itſelf, and fixes by the flanches S.S, this under face being perforated in three places with a round hole of twelve inches diameter, marked Q Q, ſurrounding each valve, and concentrical with the hole O O. Directly over each valve, in the upper ſurface of the cheſt, is a perforation of twelve inches length, equal to the width of the cheſt, and ſix inches wide, each covered with - - a " V V, a flat lid ſerving to look at, and take in and out the valves ſeparately, without unſcrewing the cheſt, and with the ſame intent. W W. repreſent a door cloſing the opening XX, of nine and a half inches wide, and three inches high, by which the ſućtion valves are got in and out. So far the ſame letters explain both figures, but for a more full explanation of the plan fig. 3. obſerve that ff FF ſhew a part of the upper face of the horſe tree, with- out a barrel upon it, the part FF ſhewing the place for the baſe of the barrel, the dotted lines H I. HI. ſhewing the figure of the ſquare communication pipe under the ſame, the ſucking pipe lying direétly under the branch pipe of the middle barrel, cannot here be repreſented, but is ſufficiently ſo in the ſection fig. 2. In like manner RR ſhew one of the naked flanches of the barrel's communication pipe, cleared of the cheſt; upon which the dotted lines gh. gh. ſhew the place of the ſides of the cheſt, with the manner of their being gathered into an eight inch round hole and flanch at each end, for joining the pipe of condućt at either end, the other being ſhut by a flat plate. - _* The middle barrel AB is ſuppoſed to be cut by a horizontal ſedion upon the level of the line YY, fig. 2. conſequently the whole reſpecting it is ſhewn as put together Vol. II. . . . . . . . . . 3 B with I 37oºl with the lid V V in place, the dotted circle Q Q ſhewing the round hole in the bottom and ik i k the ſquare hole in the top of the cheſt, that is ſhut by the lid at V.V. The near barrel C D X M is repreſented by a horizontal ſe&tion through the middle of the chamber, according to the level of the dotted line ZZ in fig. 2. and the area SS is ſhewn as things would appear upon an horizontal ſe&tion through the middle of the cheſt upon the level of the dotted line & & in fig. 2, but 1 m no p q repreſent that end of the cheſt gathered into a circle and flanch as it will appear from above when finiſhed. • N. B. The whole length of the horſe tree, and of the cheſt or ſaddle tree (each being in one piece) is five feet five inches. - ... • The ſmall ſquares ſhew the bolt holes, and the places of bolt holes ſhewn by dotted * . . lines are all marked at b. In the ſedion fig. 4, A B C D repreſent a ſečtion of the chamber where the valves lie, being twelve inches in width. E E is the inſide width or diameter of the opening of the clack ſeat, being eight inches diameter. - FF is the upper plate of the valve, being about nine and a half inches diameter, but branching out on one ſide, ſo as to form a hinge or tankard lid joint at G. H H is the leather of thick dintle, and ten inches diameter. II is the under plate to be rivetted by about fix rivets in the circumference, and one in the centre, - - X is the perforation to introduce the valve covered by the clack hole door. In the plan fig. 5, KB K repreſents a part of the circumference of the chamber, on the ſide where the hinge is applied, ſo that the line B C in the plan will correſpond with the line BC in the ſection. GG 371 i G G will be the centre, or axis of the hinge, whoſe middle part L'H, is in breadth two and a half inches, and is formed from the upper plate of the valve. G L G L unite in one above the joint, and riſe up as in The ſe&tion. * . . . G M is the riſing part of the hinge by which it is fixed by N N the bolt, and O O, the nut ; this bolt may be about five-eighths of an inch diameter, and paſs through a round hole at p to be bored in the flat ſide of the chamber ; but the chamfered head at N, being ſunk in ſquare with a chiſel, will, prevent the bolt from turning round while the nut O O is tightening, and the hole for this bolt muſt be bored ſufficiently near the perforation X that its head may be covered, and ſecured from leakage by the clack-hole door. - The riſing piece GM muſt be adapted on the outfide to the curve of the chamber, but the inſide flat; the hole in the riſing piece, by which the bolt paſſes through it, muſt be at q q, a full eighth of an inch on a ſide wider than the bolt, that the valve may fairly ſeat itſelf, and find its own place, and will be firmly fixed by the counter plate R. N. B. The center-pin of the joint muſt be full one-ſixteenth of an inch leſs in diameter that the holes in the lid and ear-pieces, nor muſt the joint between the lid and ears be cloſe, ſo that the valve may be at free liberty to ſeat itſelf according to the preſſure of the water; and that it may not be confined from ſettling as the leather wears thinner; the riſing piece muſt be puſhed down as far as it will eaſily go, and then there will be all the liberty given that may be for the valve to ſettle without confinement; indeed it would be better if the holes in the joint were made a little oval, both in the lid and ears, the long way of the oval to be in a vertical poſition, and as the centre pin is expe&ted to wear the moſt of any thing, it would not be amiſs to make it of ſteel, but not tempered, ſo that a little braſs ring or collet being put on at each end, they may be rivetted to keep it in place, in which it ſhould have no confinement either endways or ſideways. The only thing to be attended to, in reſpect to the tightneſs of the joint is, that its vacillation I 372 I vacillation fideways ſhall not be ſufficient to bring the under plate of the valve upon the ſeat, ſo as to prevent the leather's coming to a fair bearing; but to prevent all poſſibility of this, the under plates may be made a little oval, ſo that ſideways they may not be above ſeven inches in diameter. - The above particularly deſcribes the valves for the barrels, the forcing valves will not differ, except from the circumſtances of the chambers being ſquare, and the doors being at the top, which will require the riſing piece to be flat, and the head of the bolt NN, inſtead of being chamfered and ſunk in, to be a broad flat head, ſo as to admit a piece of leather under it on the outſide to make it water tight. - - . - ~ * J. SMEATON. Austhorpe, 6th June, 1779. SEACROFT £ 373 l SEACROFT COKE FURNACE. The REPORT of John SMEATON, engineer, concerning the powers neces- • sary for working a coke furnace at Seacroft. THE whole riſe, as per level taken by Mr. Eaſtburn, from the tail of the colliery drain to the ſurface of the mill pond at a full head, is thirty-three feet four inches, and there is reaſon to ſuppoſe, from obſervations ſince made, that by purſuing Mr. Porter's drain, there will be a loſs of level of two feet; our neat difference to work upon will therefore be thirty-one feet four inches, upon which fall, to allow for a ſufficient head and clearances, let us for the preſent ſuppoſe the water-wheel to be overſhot of twenty- eight feet high, and upon this height, by calculation drawn from my experience, to work a coke furnace roundly, that is, at a middling ſpeed, will require 7,294 tons of water per day to be expended upon it. - Af I alſo calculate, that this quantity of water expended upon the preſent corn mill will grind corn at the rate of three buſhels, or a load per hour; it will, there- fore, follow, that for ſo much of the year as the natural ſupply of water will keep the preſent mill going, ſo as to grind at the rate of a load per hour, ſo much of the year this natural ſupply may be expe&ted to work the furnace as above mentioned without any foreign aid, and this information the proprietors will the moſt naturally get upon the ſpot. From what has occurred to me upon the ſubjećt, I ſhould ſtate it as follows:: That for five months in the year there will be a full supply of water to go on *. continually at the rate above mentioned, which will give - . * > * > 5 months' water. That for three months more there will be as much as will give two-thirds of the . - quantity requisite, which will amount to - º - - 2 months’ water. And that for the other four, there will at an average not be more than what - will cause the mill to go six hours in twenty-four, which will amount to . 1. month's water. The furnace may therefore expect to have yearly t_> * -- " - 8-months' water. ºn . , Now, though the average of the four dry-months is ſtated at fix hours water, yet it: frequently happens, that for three months together the natural ſupply does not amount to above three hours water per day; ſo that without ſome ſubſidiary power, this fürnace muſt undoubtedly blow out every ſummer, and this ſubſidiary power I adviſe to be a fire engine, and that of ſufficient power to work the furnace at the above rate, inde- pendently 'º.* -ºź. ; * s I 374 pendently of the natural ſupply, for when the natural ſupply is too ſcanty to work the furnace, the engine being ſet a-going will work till the natural ſupply has filled the ponds, and then the engine may ceaſe working, and ſave fuel till the ponds become empty again; or the natural ſupply may be employed at the boring mill, even at the ſcarceſt time. - The whole quantity then, 7294 tons per day, I can engage to raiſe back by a fire- engine of no more than a thirty-inch cylinder, and this engine I can warrant will work with three cwt. of coals per hour, that is, ſeventy-two cwt. per twenty-four hours, of the quality of the late Halton Bright, that is, if we allow 2} cwt. the horſe pack weight to each corf, this will amount to two dozen and eight corves per day. The quality of the coals wherewith this engine will probably work is unknown to me; but in proportion as they are better or worſe engine coals, the conſumption will be greater or leſs; but this engine would be worked with about eighty-ſix cwt. of raw ſleck per twenty-four hours, ſuch as were uſed to be led from the ſleck heap to the engine at Halton; and if we allow the ſame weight and meaſure to the dozen of ſleck, as of coals, this will be no more than three dozen two corves of ſleck per twenty-four hours, which, if laid down at the engine door, at 1s. 6d. per dozen, the engine will work at the price of 3s. 3d. per day in fuel, more or leſs, as the ſleck (or ſmall coal) will be procured and laid down at the engine door for more or than leſs 1s. 6d. per dozen. . . . Now, if the engine is worked four months in the year, at the rate of 3s. 3d. per day, the whole amount of the fuel will be only £1.9 16s. 6d. but this likewiſe will be more, if the engine is worked longer than the whole four months, either on account of the defect of the natural ſupply, or to keep the boring mill at work; or if done at many different intervals, an addition will be required to make the water boil each time of lighting the fire. The engine will be attended by one man, when its work can be done in twelve hours, and by two men when working twenty-four hours: when it wants leathering, the wright of the works will be wanted to aſſiſt, and when not uſed, the engine-keepers will be employed in other labouring work. * J. SMEATON. 4usthorpe, 16th January, 1779. DRAWING I 375 1. * DRAWING CoALS BY HORSES AND BY ENGINE. Comparative ESTIMATE of drawing coals by horſes, or by a coal engine worked by . water ſupplied by a fire engine. * ESTIMATE by horſes. - - Q $2 ºr dº The pit eighty-two fathom, to draw a corf in two minutes for twelve hours per day, 26 s, d will take nine horses at £25 per annum each horse, - tºº. - 225 0 e To two gin drivers, at eight-pence per day each, six days per week, is eight shillings tº- per week, and fifty weeks per year, is - , Cº. s tº- 3 * 20 O O. To one horse keeper, at one shilling per day, the whole year, * - 18 5 Ö Charge of a pit drawn by horses, & * & 263 5 O. ESTIMATE by the water coal engine. Suppose the fire engine to cost £500, and the coal engine 26300, in the whole £800, for which, allowing £10 per cent, will be per annum, tºº º tº s. 8() () (). Coals, nine bolls per day, at four-pence, that is, three shillings per day, and for six days per week, eighteen shillings, and for fifty weeks per year, - tº & ºn 45 Q G. A boy to attend the coal engine, at nine-pence, six days per week, and fifty weeks per year, is 300 days, ſº º * tºº • Lº tº 11 5 9 An engine keeper for the fire engine, at eight shillings per week upon the whole year, 20 16 Q The engine wright's attendance on the two engines, at sixpence per working day, 300 days per year, ſ wº • wº - tºº - , 7 10 0 Charge of a pit drawn by a water coal engine, - tº 164 11. o. N. B. It is expečted that the wear and tear of horſes and gins will be greater than that of the fire engine and water engines. J. SMEATON. Austhorpe, 14th Auguſt, 1776, . Mr. [ 376 Mr. WESTGARTH's ENGINE. ºn The REPRESENTATION Of John SM EA To N, engineer, concerning the … Hydraulic Engine, invented by Mr. WILLIAM WESTGARTH, of Coal Cleugh, in the county of Northumberland, for raising water by water. Mr. SMEATON begs leave to advertiſe his friends and acquaintance, as well as thoſe who are deſirous of promoting the ſucceſs of good mechanical inventions, that they will find the engine, the model of which will be exhibited by Mr. Weſtgarth, to be highly worthy of their attention and regard, being, in his opinion, one of the greateſt ſtrokes of art in the hydraulic way that has appeared ſince the invention of the fire-engine. - This machine is founded on one of the moſt ſimple principles of ſtaticks, viz. that of a heavier column of water preſſing up, or raiſing a lighter; an idea which, though proportionably obvious as it is ſimple, and therefore far from new, having been adopted by ſeveral able and eminent mechanics, yet it has been reſerved for Mr. Weſtgarth to form the proper expedients, and obviate thoſe difficulties which attended the practical execution of machines intended to work on this principle, and which contrivances are (as to my knowledge) not only new and peculiar to Mr. Weſtgarth, but which alone have contributed to its ſucceſs, and, therefore, though the whole compoſition dependent thereon is highly deſerving of a patent, or excluſive privilege, yet Mr. Weſtgarth chooſing rather to communicate his invention to the public, ſeems the more highly de- ſerving of the public, and of the patrons and encouragers of arts for that very reaſon, and he ſeems ſtill the more worthy of proper notice, as he has not been haſty in com- municating his invention till the value thereof has fully appeared by a number of en- gines built at large, and applied to real uſe. . - • - Independently of the various drafts, experiments, and eſſays on models, which I am informed Mr. Weſtgarth had in hand for years paſt prior to his attempting a machine in large, I had the pleaſure of ſeeing the firſt complete machine of this kind at work for draining or unwatering a lead mine belonging to Sir Walter Blackett, at Coal Cleugh aforeſaid, in the ſummer of 1765, ſince which time that machine has been ſhewn to all thoſe who had the curioſity to ſee it; he has now erected four others in dif- ferent mines in that neighbourhood, one of which I have ſeen, and all attended with N. great [ 377 J - \ > great ſucceſs, as I have much reaſon to believe, not only from the nature of the con- ſtruction, but from the reports of thoſe for whom they have been erected. This machine is not only peculiarly adapted for the raiſing of water by water for draining of mines, but the ſame principle can readily be extended to the raiſing of water for ſupplying towns, gentlemen's houſes, &c. and univerſally for raiſing water from any depth wherever a fall of water can be procured, and particularly in thoſe caſes where the fall is great, that is, where it exceeds thirty or forty feet, it will (in my opinion) not only exceed all other known machines, in effect, but in fimplicity, and that whether the quantity of water that is to be applied be great or ſmall; I, therefore, think that this machine is not only very curious in itſelf, but will be of great advantage to the public. 3 C Vol. II. 3 CORN coRN MILL, TO BE workeD BY A FIRE ENGINE. To the Honorable the Commissioners of His Majesty's victualling-office. s GENT LEMEN, IN compliance with your order of the 14th May laſt, defiring me to give my opinion, which of the two methods I prefer of conſtrućting a mill, to be worked by ſteam, (one by the intervention of water, the other by a crank), and the reaſon of that preference, and to give in a plan of ſuch a mill as I would recommend, of ſufficient power to grind 4oo quarters of corn per week, I have fully and duly confidered, the buſineſs, and find that in point of quantity of coals to be conſumed for raiſing a power ſufficient to do this buſineſs, ſuppoſing a machine in either way perfečtly underſtood, there will be no material difference; but in point of convenience and good effect in the praćtical part, it appears to me that the difference will be very conſiderable ; for, in the firſt place, I apprehend that no motion communicated from the reciprocating beam of a fire engine can ever act perfeótly equal and ſteady in producing a circular motion, like the regular efflux of water in turning a water-wheel, and much of the good effect of a water-mill is well known to depend upon the motion communicated to the mill-ſtones being perfeótly equal and ſmooth, as the leaſt tremor or agitation takes off from the complete performance. . . . . . ----- Secondly, all the fire-engines that I have ſeen are liable to ſtoppages, and that ſo ſuddenly, that in making a ſingle ſtroke the machine is capable of paſſing from almoſt the full power and motion to a total ceſſation ; for, whenever the ſteam gets lowered in its heat and elaſticity below a certain degree, for want of a renewal of the fire in due time or otherwiſe, the engine is then incapable of performing the neceſſary func- tions for preſerving its motion. In the raiſing of water, (a buſineſs for which the fire- engine ſeems peculiarly adapted), the ſtoppage of the engine for a few ſtrokes is of no other ill conſequence than the loſs of ſo much time, but in the motion of mill-ſtones grinding corn, ſuch ſtoppages would have a particular ill effect. When a water-mill ſtops for want of water, the motion is loſt by degrees, and the feeding of the mill-ſtones with corn depending on the rapidity of the motion, ceaſes alſo gradually, ſo that when the mill is ſet a-going again, the ſtones not being full- charged with corn, there is no impediment to their being ſet forwards, and in like Iſlanner, ſ 379 J manner, when the mill is ſtopped by the ſhutting down the ſluice, the miller, being appriſed of his own intention, takes off the feed of corn, ſo that by ſuch time as the mill ſtands ſtill, the ſtones are in a great meaſure cleared; but if a mill in full work were to ſtop in the time of a fingle ſtroke of the engine, it would ſtop with the ſtones full-charged with corn, for the miller could not be appriſed thereof. ſo that before the motion could be renewed, the ſtones muſt be raiſed from their-grinding bearings, in which caſe a quantity of half-ground meal would come through before they could be re-adjuſted to their work, and which could never be done till they had acquired a regular ſpeed, which would take up ſome time, when immediately deriving their power from the reciprocating motion of a fire-engine. . . . ." . . . . It is true that much care in the engine-keeper may prevent frequent ſtoppages, but no one can be expected to be ſo much upon his guard that this ſhall never happen, and if it were to happen but once in twelve hours, it would confuſe the regular operations of the mill to ſuch a degree, as to render it very diſagreeable to thoſe concerned in the working of it, as it would generally happen when they were not aware of it. By the intervention of water, theſe uncertainties and difficulties are avoided, for the work, in fact, is a water-mill, and as in the conſtruction here preſented, there will be a ſufficiency of reſervoir or mill-pond, capable of keeping it going one minute withou ſenſible abatement, it ſeldom happens that if, by any inadvertence of the engine-keeper, the engine ſtops, but that in leſs than a minute, and generally in leſs than half a minute, he can ſet it a-going, ſo that the mill will regularly continue at work, and if any thing ſhould go wrong with the engine for a greater length of time, as the mill will ftop gradually, no particular derangement can happen, further than ſo much loſs of time, as the miller will always be appriſed thereof by the gradual loſs of the mill's motion. For theſe reaſons, were I to eſtabliſh a work of this kind at my own coſt, I ſhould certainly execute it by the intervention of water, and therefore muſt greatly prefer it. In putting a deſign of this kind into actual execution, ſo as bona fide to diſpatch 400 quarters of corn in a week, it is neceſſary to make a proviſion of power beyond the bare calculation, to allow for neceſſary and unavoidable ſtoppages, and to bring the water round into the reſervoir again ; for this reaſon I have eſtimated the work to be diſpatched in about twenty hours a day, and ſeven days to the week, in which caſe it. will - ** - 2 "... : º3. I 38o J will be proper that the engine ſhould be of ſufficient power to raiſe 460 cube feet of water per minute, to the height of thirty-four feet. - . . . . The ſize of the engine neceſſary for this buſineſs, and the quantity of coals to work it, will be aſcertained by Meſſrs. Bolton and Watt, as well as the proper conſtrućtion of the engine. w - I am, gentlemen, - - your moſt obliged, Austhorpe, 23d Nov. 1781. and moſt humble ſervant, J. SMEaton. GOSPORT I. 381 | - - GOSPORT WATER works, &c. To the Honourable the Commissioners of His Majesty's Victualling Office. The REPORT of J ohn SMEAron, engineer, upon the state and distribution of the waters at the brewery at Weevill, near Gosport. HAVING carefully viewed and examined the ſtate of the waters at this eſtabliſh- ment, in regard to their practicability of furniſhing an ample, laſting, and certain ſupply, not only for the two breweries working there, and ſuch further additions in that branch as may be thought neceſſary; but alſo for watering ſuch large fleets of his majeſty's ſhips as may have occaſion to lie at Spithead; I have principally obſerved as fol- lows: - , - - That the new well lately dug there, furniſhes the higheſt degree of probability, that from this alone the whole ſupply which can poſſibly be wanted, will be amply furniſhed, when a proper engine is fixed thereon, by which the water can be conveniently raiſed and diſtributed; for this reaſon I cannot heſitate to recommend to the board to con- ſtrućt ſuch machinery, reſervoir, and pipes, as may be capable of effeóting this buſineſs, leaving whatever has been conſtrućted before by way of furniſhing a part of the water wanted, in its preſent ſtate, ſo that if neceſſary, the ſame part may ſtill be ſupplied by the ſame means as heretofore. *º - I underſtand, that ſo large a fleet as has lately been at Spithead, has been fre- quently in want of a ſupply to the amount of 200 tons of water per day; the brewery at preſent conſumes to the amount of 85 tons, and if this quantity ſhould be wanted to be doubled, the brewery would then take 170 tons, which, with the ſhipping, will create an occaſional want of 370 tons per day. At preſent there are no means of raiſing the water from the new well, but by a hand pump, which, when worked continually, has never been able to lower the ſurface above five or ſix feet, the total depth in water being twenty-ſeven feet. The quantity therefore that it may be capable of furniſhing, by no means appears from this redućtion, but may be judged of by a conſideration of the following facts: That when the auger by which the bottom was bored, pierced through the ſtratum of clay in which the well is ſunk, into the ſtratum of ſand which affords the water, at - which [ 382 J which they arrived ſooner than expected, the water came in ſo faſt upon them, that they were obliged to clear the well, and it was obſerved, that within the ſpace of ſix hours, it roſe twenty feet perpendicular ; the cubic content of which cavity being full forty-eight tons, it follows, that the average rate of ſupply was full eight tons per hour, or at the rate of 192 tons per day; but as 'the utmoſt height to which it will riſe, but little exceeds twenty-ſeven feet, it muſt be ſuppoſed that the riſe of the ſur- face was much ſlower, when the well had got twenty feet depth of water, than at firſt, when there was ſo much leſs preſſure upon the riſing column; ſo that when an engine is placed thereon, capable of clearing and keeping clear the well of water, that its influx would be at a much greater rate than the average quantity of eight tons per hour, above ſtated. . . . . . . . . . . . . The certainty of this increaſe appears from the facts that attend the Cooperage well, from whence the ſupply has heretofore been drawn, and which, in many reſpects, appear ſimilar to the facts that attend the new well. When the water of the Cooperage well has been drawn out by the horſe machine (not long fince erected upon it) after ſtanding fourteen hours it gets twenty feet depth of water, on ſetting the machine to work, it draws out in three hours the twenty feet, together with the growth of water that is continually coming in while the other is drawing out, and which together amounts, by my computation, to forty-nine tons; after this, as I underſtand the pračtice is to let all ſtand for five hours, and then work the machine again as before, and in two hours they again drain the well, we may therefore ſuppoſe, that in two-thirds of the time they draw two-thirds of the quantity, and this will amount to 32 : tons, all then again ſtands for fourteen hours, including the night, and the well fills as before to twenty feet, in this way the quantity drawn per day, or twenty-four hours, will be 81 % tons. . . . . . . . . . . . . Now the cubic capacity of this well, filled in twenty-four hours, twenty feet high, being meaſured, I make to be thirty-five tons, that is, it comes in at the average rate of two and a half tons per hour ; but the quantity drawn out of the well, after flanding five, and working two, in the whole ſeven hours, it affords, as before ſtated, 32 : tons, which will be at the rate of 43 tons per hour, that is, almoſt double of the average rate of riſing twenty feet; ſo that if inſtead of working twice in twenty- four hours, as above ſpecified, which, I ſuppoſe, in ordinary, may be both convenient and ſufficient, yet, if upon an exigency the well were emptied four times in twenty-four hours, at regular and equal intervals, as the ſurface would then never riſe above ten feet, f I 383 . . feet, I am ſatisfied it will afford an average of five tons per hour, that is, 120 tons in twenty-four hours, inſtead of 814 as at preſent. Hence taking it for granted, that in like manner the New well will afford double the average quantity of water, if conſtantly kept low, to what it does in riſing twenty feet, it will follow, that the New well thus worked, will afford ſixteen tons per hour, a quantity more than equal to all the occaſions that are computed to be wanted. To render this ſupply ſtill more ample, and therefore certain, as I apprehend that the influx of the water through the bore hole muſt be in part reſiſted by a column of ſand that will neceſſarily introduce itſelf into the bore hole along with the water, I would adviſe, when a machine is eſtabliſhed, capable of drawing out the water, to make four auger holes more, round the circumference of the well, which, giving the water. more vent, will in effect leſſen the obſtruction, and probably increaſe the quantity of water, but in every event will render the ſupply more certain, as a ſingle hole is liable to accidental obſtrućtions, by extraneous matter getting into it, which may be lodged. in the ſtratum of ſand which ſupplies the water. - - . On making trial of the New well's water, I do not find the leaſt difference between that and the Cooperage well, which I underſtand has been long uſed and approved, nor. indeed do I find any material difference amongſt all the waters of that part of the country; even the fine clear ſtream that falls into the head of Portſmouth harbour, at Fairham, is quite as far from the perfeót ſoftneſs of rain, or diſtilled water, as the New. or Cooperage well; and the well called the Fortune, from whence the water is forced. through pipes for the ſervice of the town of Goſport, appears to me juſt the ſame. In reality, I apprehend the ſtratum of ſand, which lies at different depths under a bed of clay, extends itſelf over a conſiderable part of that flat country, the water which it affords being nearly the ſame to all. That the water of the New well and Cooperage well proceed from the ſame body or ſource, thus appears, for, notwithſtanding that at the New well they pierced the water ſtratum to a leſs depth by twenty feet than at the Cooperage well, and though the rate of its influx is in very different quantities, yet the ultimate height to which they all riſe is nearly the ſame, viz. to near upon the level of high water mark at common ſpring tides, and the ultimate height to which the New and Cooperage wells riſe, is in fact, as near as I can meaſure them, preciſely the ſame. - - e An [ 384 . An engine therefore capable of raiſing 4oo tons per twenty-four hours, out of the New well, will either perform the whole ſervice or drain the well, and if the New well ſhould happen to fall ſhort by reaſon of any unforeſeen intervening circumſtance, yet as the Cooperage wººl will independently furniſh 120 tons per day in addition, as has already been ſhewn, the machinery already upon it can be occaſionally uſed, or the two waters may be united under ground, according to the idea of Mr. Whitbread, by an adit or drift of communication. - * That the drawing out of the water of one well, will not materially affect the quantity to be drawn from the other, appears from this circumſtance; that when I was there, the New well attained its utmoſt height when the Cooperage well was drawn tempty, which, indeed, ſeemingly contradićts the idea of their having one common ſource ; but it is to be confidered, there is no open communication between them like that of a pipe, but only by the interſtices of a maſs of ſand common to both ; each therefore gets its water from the pores of the ſurrounding maſs, and were there two wells at the diſtance of five yards, inſtead of 5oo feet, as the caſe is, I doubt not but that the emptying one would lower the water conſiderably in the other, and though the water percolates very ſlowly through a bed of ſand, when the diſtance is conſiderable, yet as the water drawn from it can never riſe higher than the level of its ſource, it will ſtill follow, that equal ultimate heights point out the identity of the ſource. r At preſent the water is raiſed into a ſmall reſervoir upon the ſurface of the ground at the Cooperage well, from whence it runs through elm pipes, and ſupplies at plea- ſure the quay reſervoir, from whence the water is taken into caſks for the ſhipping ; when not wanted there, it runs into the new brewhouſe well, whoſe water, by an under- ground drain, communicates with the great reſervoir, and alſo with the old brewhouſe well; the ſurfaces therefore of theſe three are always upon a level, and the conveyance of water into the new brewhouſe well, is in effect conveying it into the reſervoir. From theſe wells and reſervoirs, the water is again raiſed by horſe machinery into the liquor backs of the old and new brewhouſes, to the height of twenty-five feet for the old, and thirty feet for the new brewhouſe. . Now I find, if the water be raiſed at the New well into a reſervoir of back, but ſixteen feet higher than it is already raiſed at the Cooperage well, that it will then run by pipes into, and ſupply the liquor backs of both the preſent brewhouſes, and a new one if required, without pumping, which will be a great eaſement to the horſes uſed there, as I underſtand a couple of horſes additional are put on whenever they raiſe the * - * liquor, [ 385 l liquor, and I find that a proper engine conſtrućted at the new well, will perform the fervice mentioned, with two horſes at a time, the ſame as uſed at the Cooperage well, and when the water is not wanted to be raiſed into the new well reſervoir for the ſupply of the breweries, or otherwiſe, the water need not be raiſed higher than the ſurface of the ground, where it will paſs off to the quay reſervoirs as faſt as it is raiſed, or on ſpe- cial occaſion, by having;ready filled the propoſed reſervoir at the new well, which I intend to hold about eighty tons; this may in fifteen minutes be transferred into the quay reſervoir, ſo that it is ſcarcely poſſible to conceive any emergency can happen, that the propoſed eſtabliſhment will not be equal to ; whereas at preſent, when the quay reſervoir is emptied, and the Cooperage well alſo, there is no reſource for water for the ſhipping, but by raiſing water from the great reſervoir by a hand pump. In this arrangement, the great reſervoir may be made uſe of as a treaſury of water for occaſional ſervice; and if therefore an intermixture of rain water with the ſpring . . . . water, ſhould be thought of ſervice for the brewing, the ſurface water from the roofs of the whole buildings, as ſuggeſted by commiſſioner Kirk, may be collected and carried into this reſervoir, where it may be kept ſeparately, and uſed at diſcretion. * J. SMEAT on. London, 5th Nov. 1779. I expect that two horſes at the new well engine will perform the ordinary ſervice I ſee going on, but if the full quantity of 200 tons be required to be daily delivered, then to keep the ſervice going during twenty-four hours, will require three ſetts and one ſpare horſe in caſe of accidents to the reſt, that is, in the whole ſeven horſes. If thought neceſſary by way of eaſing the horſes, a wind engine might be raiſed upon the ſame building, of ſufficient power to perform the whole ſervice, whenever the wind amounts to a freſh breeze. - vol.I. 3 D GENERAL [ 386 | GENERAL description of the horse engine, proposed to be erected upon. the new well, at his majesty's brewery works at Weevil, near Gosport. ...?... “” PROPORTIONS. t . . ... . . . . . ~ ". . . . gºes Ft. In.” Mean diameter of the horse track, , , - - - 30 o . Diameter of the great wheel in the pitch circle, - - 19 1 * Pitch wallower, - - - = 3 3: 17 y 5 In. fly wheel, - - - - 10 0 Sweep for the crank, • tºº - - 1 6 - Diameter of the working barrel of the pump, - - “O 6 • * f 4. THIS machine, according to the propoſition contained in my report to the honour- able the commiſſioners of his majeſty's vićtualling office of . the 5th of November laſt, to which I beg leave to refer, being intended to be made capable of raiſing water, not only for the ſupply of the two brewhouſes, already eſtabliſhed there, and to ſuch other brewhouſes as may be there erected, but alſo for the watering of ſuch fleets of his majeſty's ſhips as ſhall be occaſionally aſſembled at Spithead, to the amount in the whole of 400 tons per twenty-four hours, I have endeavoured to aſſemble the following pro- perties, that is, ſtrength and durability of all the matter, materials, and fundamental parts, eaſe of repair of ſuch as are moſt liable to decay by weather or wear, to have all poſſible fimplicity, ſo as to be as little ſubjećt to be out of order as may be when ſuddenly wanted upon an exigency, and, the whole of ſuch form and conſtrućtion alS to be capable of being adequately repaired, and kept in order by the proper artificers in the country, and laſtly, to be capable of raiſing all the water that can be raiſed to the ſame height by the number of horſes propoſed to be employed; the conſtrućtion I have deſigned is ſet forth in plate . . . . - With this view, to avoid an unneceſſary number of moving parts, I have contrived the whole buſineſs to be done with a ſingle pump offix inches barrel, and to ſhake a ſtroke of three feet, and which, from the proportions given to the different parts of the machine, may be expe&ted when the horſes are moving at a very moderate working pace, to make from ſixteen to eighteen ſtrokes per minute, which rate will deliver 1oo barrels per hour, and if worked 24 hours, will amount to 400 tons per day, that is, on ſuppoſition that the ſpring ſhall ſo faſt ſupply it, or if not, that an under-ground communication be made with the Cooperage well, or others that ſhall be ſufficient. a . t * A fingle pump worked by horſes would of itſelf produce a very irregular motion, but this will be equaliſed in great part by the application of a piece of caſt iron, to the inner or crank end of the working beam, which being ſuppoſed of or about half the weight .336. Voz. W/ // XZ. p───────────────────────────────────────────────── && && r.） oz. 6ſ și Ar 9r 9ſ et ºr zi u or 6 a |- !， 24 C |- � £ Ë 2 £ # ¿? � £ **** C Ž C ± § ſae |- £ Adáshed as the 4cc directs, 1&2, & Zongman, Hoºt, Æeer, ºne and Brown, Alternoszer Æow London. ???? /o ºffraeº t WEEVILL. PUMP ENGINE I {} PLAN GROUND WZowry scule. Jſ Aarey deſ. I 387 - weight or column of water in the pump, when the crank ačts to draw water, it is helped by half its gravity by the weight, and when the ſpear of the pump is deſcending to fetch a new ſtroke the crank is lifting the weight, ſo that the inequality of the reſiſt- ance being by this means reduced to half, the remainder will be taken off by a heavy fly of caſt iron, applied to the ſame axis as the crank, which renders the reſiſt- ance to the horſes perfeótly equal; this general idea eſtabliſhed, the machine is ſo plain and ſimple, that I apprehend the whole matter will be perfeótly underſtood by mere inſpection of the deſigns, with ſuch ſhort deſcriptions as are ſubjoined hereto. : - ū, It is neceſſary however to obſerve, that as it cannot be known for a certainty, what quantity of water the ſpring may produce, its rate of producing water being inferred from the rate of its firſt filling, and from analogy with the Cooperage well, it doubtleſs would be ſatisfactory to know the rate at which it will nearly afford water, before the whole expenſe is gone into, and in this reſpect, as a conſiderable charge ſeems likely to attend its been emptied with common hand pumps, it cannot be done better than by the engine itſelf, and which may be aſcertained as ſoon as the machine and pump are fixed, ſo as to deliver its water at the ſurface, that is, before the reſervoir is made, or pipes laid to convey it; and then there would be no expenſe incurred more than would be proper for a machine for the new well ſingly, ſuppoſing it no more than equivalent to the Cooperage well in point of produce, ſave that the building, ſerving as a ſhed and cover to the horſe track, might have been more ſlightly founded and built, and alſo raiſed to a leſs height in caſe it were not intended to carry a reſervoir of eighty tons upon the top of it. ... I have ſuppoſed the reſervoir to be lined with lead, this however may be left to choice, as, from calculation of the weight of the lead at 81bs. to the foot, it does not appear that it will be much more expenſive than the rate of back making. - The new pipes laid to convey the water to be fix inches diameter, may be either of elm or of iron, for as they will paſs chiefly through the waſte, and not at all interfere with any preſent building, if laid with good elm they ought to laſt full twenty years, and can eaſily be come at to be renewed; and in caſe any new building ſhould be wanted to be built acroſs them, iron pipes may then be laid down under the ſite of ſuch building before it is raiſed. It is further to be noted, that all. the means of ſupply that now ſubſiſt will remain undiſturbed, till it is ſeen whether the continuance of them be neceſſary. . . . . Austhorpe, Feb. 19th, 1780. J. SMEAT on. Explanation [ 388 Explanation of plates XI. and XII. . º Plate XI. fig. 1. repreſents the upright ſečtion of the houſe and reſervoir, and alſo of the out-jetty for the crank, working-beam, and ſtairs, ſhewing the upright elevation of the machinery. . . . . . … º. ºº 4 A, walling for ſupporting and keeping ſteady the grand carriages and headſtocks.— B B, pipe for conveying the reſervoir water to the main-C, repreſents a pit, whoſe bottom muſt be ſeven feet below the ground line B H, which is ſuppoſed to be level with the ſurface of the well kirb, and to preſerve the neceſſary width in the bottom, the outſide ſets off for the length, a b muſt be in part omitted on the outſide of the main well, as ſhewn fig. 1.-ef in the plan and ſeótion is an arched communication between the wheel pit and the pit C. - : * Fig. 2.—A B C D E, the mean pipe of condućt, five inches diameter from the pump to the joint C.—F is the perpendicular pipe from the reſervoir to the ground under which it paſſes through the foundation wall to G, and joins the main from the pump at H.-K L are two ſtop cocks,—K is the reſervoir ſtop cock, which, being ſhut, retains the water in the reſervoir, while L being open can ſend it as the engine draws it to the quay reſervoir, or even to the liquor backs of the brewhouſe.—L is the pump ſtop cock, which being ſhut, will oblige the water to aſcend to the reſervoir in prefer- - ence to all other places. . Plate XII. fig. 1. is a ſection through the middle of the out-jetty and elevation of the building, working-beam, and pump, alſo a front view of the pump and corner of the building ; in theſe figures the dotted ſquares a band cºd, denote two pieces of oak to be walled fluſh into the reſpective faces of the building, of about 3% or four feet long, each containing a mortiſe for a hook tennant to fix the ends of the croſs pieces, for ſteadying the pump, frame, and ſtage.—e f ſhew the pit for the crank.-gh ſhew the headſtocks or carriage for the crank neck gudgeon.—W, a caſt-iron weight to balance part of the weight of the column of water in the pump, to be eighteen inches long, ten inches wide, and nine inches high. - - . . . Fig. 2. is the deſign for the pump, being a front ſeótion of the braſs barrel and clack ſeat piece of caſt iron—A B, the braſs barrel.—C C, the leaden pump bore ſcrewed down with a flanch thereupon, to be five-eighths thick at the length next the barrel, and - each Vol. ZZZZAZZ/2.386. weevizz zvozve. - Angine. Z'no' WZew of Weevz. .5'caſe of Zºeet. i i I i 26 17 18:/eet. F I i H 7+ 16 &m. --- --- H J.Jmeaton 178o. | W. Lowry wer ºp. - Albăshed as the act direct,182,491crºman, Harst, Rees, Ørme and Brown, Paternoster Row, Zondon- I 389 1 , . each length gradually leſs, ſo as to be three-eighths thick at the top.–EF is the clack door piece, whereof E E is the upper flanch, whereon the braſs barrel is ſcrewed, and FF is the lower flanch, which reſts upon the croſs planks G G, ſupported on the beams HH, ſuppoſed double. The clack ſeat-piece terminates in the fianch II, to which is ſcrewed the leaden ſućtion pipe KK, the bottom of which muſt be pierced with fixteen blaſt holes, of one inch diameter—X is the plan of the top of the clack ſeat-piece. º Fig. 3. ſhºws the conſtrućtion of the fly wheel, whoſe circumference is intended to be three inches ſquare in caſt iron, with eight round holes for fixing the arms, which arms are in part to be of caſt iron, but joined to the ring by pieces of wrought iron, which will prevent all difficulty in the caſting, and at the ſame time furniſh the means to bring it to its true centre; fig. 4. is a ſection of the fly wheel, which it is neceſſary to confider along with the other, the ſame letters denoting the ſame parts in each. A B, the ring of the fly wheel, ten feet diameter. CD, two oppoſite arms of caſt iron, being eight in number, and all conne&ted in one piece by the ſquare E F, whoſe internal opening is fourteen inches; the end of each arm is to be perforated with a couple of holes of about three-eighths of an inch diameter, as at a b, by which the wrought pieces ab, CA, are rivetted and firmly fixed upon the caſt iron ones, ſo as to make them out to a proper diameter, and being brought to a centre, they are fixed in the circumference of the ring (the ends being fpſt to receive a wedge as is ſhewn at G & I) exačtly like a trenail, which, being faſtened, the ſurplus is chiſeled off, and the circumference left even. - The only circumſpečtion that is neceſſary in fixing the arms, will be (after they are all reſpectively fitted and ſet fair, the wrought to the caſt iron ſtumps) to get the two oppoſite ones, as ſuppoſe, A C and B D into place, (the whole lying horizontally) and rivetted, but not wedged, which is not to be done till the laſt, then one of the ſide ones, as ſuppoſe I L is to be got in and rivetted, which done, that for the oppoſite one at K M, the double part is to be made hot, ſo that when offered to the arm, a few gentle blows of a hammer, ſupported by an oppoſite ſledge, will bring it to ſet quite true to the caſt iron, when this may alſo be rivetted; and in like manner the other four are to be got in and rivetted one by one, heating the double parts to make them ſet true, if found neceſſary; laſtly, the wedges are to be driven, and the whole, by the means above obſerved, having no falſe bearings, the ſtrength of the whole will be united, and the wheel may be moved at pleaſure. - 1 - When [ 392 J when the fly wheel is hung, the ſquare cd, ef, of twelve inches, is ſuppoſed to be the end of the wooden axis (upon which alſo the wallower is to be fixed) the inter- mediate ſpace being left for wood wedges to be hung, and brought into round and flat like a wooden wheel; g, is ſuppoſed a ſection of the iron ſpindie, and h i k rare ſtaple cramps driven in between the ſpindle and the hoop to prevent its getting looſe, the ſame being alſo ſuppoſed at the other:end where the wallower is hung. Fig. 5. ſhews the crank gudgeon; fig. 6. ſhews the wallower gudgeon, with their bearing braſſes. The neck of the crank gudgeon is not propoſed to be ſteeled, but made of good tough iron well hammered, and ſmoothly turned, and left of the full, ſize of 2 ; inches diameter, ſo that being ſeven inches in the length of the bearing, the wear. will be very inconſiderable; the wallower gudgeon will be eaſily underſtood by the figure, the boſs or head of the end being intended to counteraðt the tendency of the wheel, to drive the wallower from it. A A, are the plans of the reſpective bearing braſſes ; BB are the uprights thereof ſeen endways of the gudgeon, and C C are the uprights as ſeen croſsway of the gudgeon. . . g * - N. B. The two gudgeons fig. 5 and 6, according to the deſigns, are ſuppoſed to be of one intire piece or bar, tapering gradually from 2 # at the , crank end to 2 : ſquare at the wallower end, put through a wooden axis bored like a pipe, and opened at each end to a ſquare, to admit of wedges, and afterwards to be ſecured with ſtaple cramps, as deſcribed for the fly wheel but as the ſmith may not have a convenience to turn it in one piece on account of the length, being fourteen feet hree inches inthe ſpindle part, it may be made in two pieces, each properly centered and turned, and then ſhut together in the middle, and brought to a ſtraight line ; but if this ſhould happen to be attended with difficulty, they may be made ſeparately and laid into the wooden ſhott, with a ſcrewed T at the tails, as ſhewn in the deſigns, and ſecured with ſtaple cramps as already ſpecified. Fig. 7, is the plan of the caſt iron gudgeon for the working beam, of the thickneſs of three inches, except that ff repreſent two fillets on the upper and under ſide, to keep the gudgeon immoveable, between the two beams, of which the working beam is propoſed to be compoſed, and which is firmly clipped in by the ſcrew. ſtumps ſhewn in Fig. 1, the gudgeons, if not turned, muſt be ſmoothed with a file. F ig. 8. ſhews WoZIZ, P.XIII./2.397. ZZ',576A7 FOR A .57 OAZ /3EEZe VAZZZZ” For WEEWIZZ BREWERY. ^S S §§ |× V， 77777ZZz Ř L— I — | — ||—||—~1 T-T-T-T-T-T-I ./Jmeaſonzº : Zowry sculp. * ºrecar, 2&z, by Zongman, Hart, Keew, Orme and Arown, Paternoster Æo Published ar the ſlet d. I 391 1. ſhews the deſign for the links of the pump chain, on a larger ſcale, which will be ſufficiently explained by inſpection. $. N. B. By way of giving a durability to the wallower, I would recommend the rounds to be of caſt iron, turned or well ſmoothed with a grindſtone, by this means the part moſt ſubjećt to wear will laſt many years, and always be in order for work. * “. . t \ ** • 1. . } - ...A : A 4 • * t . . . • * i; *—º * - * $ . { . | | $ -- t i * * * r ~ * t * * -t. - ! . . . l ſ } ‘...] l l sº t ºr { . , r - - & P -- j J. - l *** * * * - 1 a : a “ , : ; ; , ; * * ..", W & Ł . . . . . . . . . * ſ *** : 3 ( .* : * ſ ; , , . . . . * - ** --- : - ..} : {} | . . ; ) i : ) ~4 - & 53 ſ *Y 3 * , ; . . . . . . . . " - 4- -- ... : ~ *- * . * 2 * f r º * , - * * *... • * * * . . . . . . tº ‘’ .. V -: t - t { t ſ' ** p * . . . . - i ..! 3. “t * - a * • *4 ſ > ** - - ‘. º -> • A - *, *{ i; ; ; ºt “ ( , ; ) rºy ºf 2, 1, r- 3. - - - - * * I * * * r , y - * * ºf * { , • " { f ** * * --- * •y vº-va t?’ ſ t ... ( ..}{ ... ( (.) IC) & • *, * * } s j \ i i " ; ; , j ( : , s ; : \ ** A- -\ ‘. . 2 , sº -” r f : r ! - - * , º •+ • ! 134 &i: . . . . r | 2 “... . . Y tº . . J.; , ; ; ' ', * - * a wººl -: ... 2: *-* ... ''A 4 * ſ" ºr * Y " ' " ºf p * { * ~ * * r * { - . . . . . . - : - :2:11:3d gł197tasti 9:13 riotiſ zº. *::g:19ſ :^{1: ... I'ſ ..'...iº ºr 'ºſi º v -- "A * * * * ,”, ºy . . * { - - - "1 ... . ; ; ; } ºf j : { } i i i ſ : f tº-1 {i .995:331 ſtroit oº'ſ 2d of ſis.” . . - - -, + i - - , , , , , , .. . . . ; ; , . . . , , f : * * ~ * * * ~ *- t • * * . . . . . . Ji . .til joii‘. .23. Hiſ: 'ſºft rise ºf * Wºwºw e'ſ [i] * * ... I 392 lº y g . . . - • , , * * . . / ſº - ' ' ' . ; : . . . . . . WEEVIL BREWHOUSE: ** • * : * * * * = . . . . . ; * , 3 . . * C • . * - - _** * * - ºf “ . . . . . . . . , " . . . . . . . . . DESCRIPTION of the design for a stone beer wat for his majesty's brewhouse - . . . . . . . . . . . de . . . . ." . . . . . . . ; ; ; ' ', " . . ) - og ºf . . . . . - at Weevil. - . . . . . . 5 . . . . . . . . . . . . . . . . Plate THIS vat is propoſed to be forty-two feet long and twenty-four feet wide, inſide meaſure, and eighteen feet depth from the crown of the vault to the floor; the arch riſing four feet, which vat will contain upwards of 2000 barrels ; the vat to be four feet in thickneſs, and every where lined with Elland Edge flags. The top of the vault being ſuppoſed to be even with the ſurface of the adjacent ground, the bottom will be required to be ſunk confiderably into the ſtratum of blue clay that is every where met with in this diſtrićt under the upper ſtratum of gravel, which is generally about nine feet thick, which clay itſelf being every where inpervous to water, a great part of the ſolidity of the work will depend upon an intire excluſion of water from the bottom, or upon preventing the ill effects of ſuch as may unavoid- ably happen. ...” Sećtion A A, denote piles driven into the bottom of about eight or nine inches diameter at the Heads, and five or ſix feet long, more or leſs, ſo as when driven down, to go pretty ſtifly into the ground; the tops of trees of their natural taper, and pointed, will very well ſerve this purpoſe, and beech as good as any, there being two to each end of each beam. - - B B, ſhew the ends of ſtring pieces of fir, four by twelve, going lengthways of the vat, and lying fair upon the pile heads after being levelled. C C, are tranſverſe beams croſſing the vat and its foundation walls, of one foot ſquare, and at diſtances of about four inches, diſpoſed as per plan. D D, is a floor of two inch fir plank, running lengthways upon the tranſverſe beams, which is to be very carefully caulked, and that it may be ſeen to be free from leakage, • * + . . . . . ' - - *- - - \. this I 393 | this floor, where not neceſſarily covered by the walls, is to be left uncovered till the laſt, and where defective, amended, after which it is to be covered with . EE, a paving of large four inch Elland Edge flags, well jointed and bedded in terras or pozzelana mortar. , , , , - The ends of the tranſverſe beams, at one foot from the inner face of the walls, are to be taken down three inches lower than the reſt, not only to give a firm footing to the wall, and prevent its being preſſed in before the Elland Edge floor is put in, but by \ breaking the joint of the walls upon the floor, will be likely to be the moſt effectual means of preventing the tranſpiration of water from without through that joint. The walls are to be built of ſtrong well burnt brick, carefully walled on both fides, and the infide grouted full, courſe by courſe, with terras or pozzelana mortar, and alſo as the walls are carried up, they muſt be very well and carefully plaiſtered with a good coat of the ſame mortar, to prevent in every poſſible degree the reverting of water through the walls from the outſide inward, when the vat is empty, and thereby throwing off the inward lining of the ſide walls with Elland Edge flags of two inches thick F F, which are to be applied after the outwalls are built and ſettled. As it is very difficult to make any lining of thoſe flags ſtick to the roof of the vault after it is built, I propoſe to compoſe it originally of a ſegment of a polygon, com- poſed of thick Elland Edge flags of fix inches, G G G H, which will be ſufficient to ſtep four inches upon the wall at each ſpringer, and leave two inches of projećtion to cloſe in, and fix the top courſe of Elland Edge flags of two inches thick, FF, which are to be applied after built; the middle pieces are ſuppoſed to be broader than the reſt, in order to admit the man-holes to go through the entire ſtone as repreſented at I. Plan. One half of the length is ſhewn as when completed, the arch being ſuppoſed unput on, or removed; the other half is ſhewn, on one ſide the naked tranſverſe beams reſted upon the piles and ſtring pieces, the other with the timber flooring ready to re- ceive the walls. - . g The ſame letters of reference denote the ſame members in the plan, as before de- ſcribed of the ſection, beſides which the dotted circle I, repreſenting one of the man- Vol. II. - 3 E holes, I 394 - holes, K being in place of the other, ſhews a kind of pan, of caſt iron of one inch thick, and three inches deep, its upper border to be even with the ſtone floor, and compoſing a part thereof; its uſe will be that in emptying the vat by a pump, it will ſerve as a pump to drain the whole floor; underneath the other man-hole may be a fimilar one, if thought neceſſary, and I would recommend two openings in preference to one, becauſe the vault can be more eaſily ventilated, and either or both can be ſhut, if occaſion require, by laying a border of clay round them, and a flat ſtone upon them. ! . . . . . . * . . . . . . . . . . K L repreſents a riband let one inch into the planking, and projecting upwards three inches, to ſerve the ſame purpoſe at the ends as the letting down of the beams for the ſides. . Precautions in founding the floors. As a principal concern will be to found them clear of water, the clay muſt be unco- vered to a ſufficient breadth to fink the reſt of the foundations therein, leaving a border by which the water iſſuing from the gravel may be collected in one place, and there pumped out continually, without letting it run down into the cavity in the clay, which it is expected will afford no water, and it may be confidered whether it may not be leſs. expenſe to form a drain for it into the new well, the water being continually kept down there for the neceſſary purpoſes of brewing, &c. than keep a pump going continually for the purpoſes abovementioned. \ * . . . . . . . When the piles are driven, and the ſtring pieces eſtabliſhed, the clay muſt be carefully beaten under them, and up to them, and to prevent them from riſing, they ſhould be trenailed at every other pile, as a, a, a, a, a, &c. and as the tranſverſe beams are brought on, they muſt likewiſe have the clay beaten under them, and to prevent their riſing, ſhould be trenailed to every other pile at b b b. b b b, &c, ſo that every beam will have a trenail at each end, and before the floor is laid, the interſtices between the beams ſhould be beaten up with clay, endeavouring to make all completely full if poſ- fible, without uſing ſo much force as to draw the trenails. Laſtly, in laying down the planking, they ſhould each be progreſſively under beaten with clay, ſo that all may be full, and as much as poſſible exchude the admiſſion of water from ſhowers or otherwiſe; and round the whole border of the timber-work, the clay being beaten up to a level with the floor, the brick-work may then be eſtabliſhed thereon, Precautions I 395 l Precautions in raiſing the brick-work. Care muſt be taken after raiſing a competent number of courſes, and performing the terras plaiſtering outſide as before mentioned, to pick up and cleanſe all the ſcraps of brick, lime, &c. from the clay bottom, and carefully fill in behind the wall with clay in its natural or middling ſtate of ſtiffneſs, ſo as to make all ſo cloſe together, as to exclude the water, and that rather by treading than ramming, for by violent ramming in of more ſtubborn matter, the wall might be bilged if twice as thick as preſcribed; this is to be done as high as the natural ſtratum of clay reaches; after which a coat of clay of three or four inches thick behind the terras plaiſter will be ſufficient, with common filling, ramming the materials pretty tight behind the ſpringing of the arch, after the arch is turned. When the arch is completed, the Elland Edge Hning of the ſide walls may be pro- ceeded with, to be fluſhed upon the back, and in part jointed with terras mortar, to be finiſhed in the face with cement of Mr. Whitbread's compoſition, and laſtly the floor, taking care to ſtop all tranſpirations in the caulking or planks, if any appear. The beſt lime for the purpoſe will be had from Watchet in Somerſetſhire, upon the Briſtol channel. - The beſt compoſition two parts lime in flour, one part of pozzelana or terras, and one part clean ſharp ſand, well beaten to a tough paſte, and the grout to be made (not from the raw materials, but) from the beaten mortar diluted with water to a proper conſiſtence when well ſtirred. - - , & J. SMEATON. Austhorpe, 26th Auguſt, 1780. CHIMNEY I 396 J CHIMNEY windMILL. EXPLANATION of the designs for Chimney Windmill. * PLATE XIV, exhibits a vertical ſedion of the whole mill. Platexv. figs. and 2 are deſigns for the whips, fig. 4, is a plan of the upper kirb, and moveable part of the kirb, and fig. 3, repreſents part of the cap ſeen from behind. A B, plate XV. fig. 1, is the maſter whip, reaching eight inches beyond the centre. a b c d ſhew the maſter tenant, ſhouldered two inches on the under ſide, and two inches on the upper, which will leave it five inches in thickneſs. CD and E F, are two whips that are mortiſed on to the maſter tenant, and butt upon it, in the line a b, and alſo mitre with each other according to the line B e. G H and IK are two whips that are brought on after the three former are in place; they mitre into the angles of the former upon the lines fag, h b k; their tenants are ſhaped according to the line f l mg, as relative to the whip G H, and the other in a ſimilar manner. Theſe tenants are ſhouldered two inches upon the upper face, and four inches upon the lower face, and are three inches thick. - *. N. B. That part of the maſter tenant that is mortiſed away for the tenants of the whips GH, I K muſt be continued to the end of the maſter tenant; that is, the ſpace a m n muſt be continued out to do, by which means the maſter whip, as well as any of the reſt, can be drawn out ſingly, to be repaired in caſe of accident. Fig. 2. ſhews the manner in which the whips are to be ſtirruped down upon the horns, being a ſeótion ſeen ſideways, wherein A B is the maſter whip, C D the ſame whip, as that in the plan fig. 1. marked with the ſame letters; f h c_d, is the maſter tenant, and i k the place of the tenant of the whip I K, but the mortiſe to be cut out of the maſter tenant to the end at d. , The proportions of the wheel work are as follows: The ſails are thirty-four feet nine inches long from the centre, and ſix feet wide acroſs the face of each ſail; the brake wheel M, plate XIV. has ſeventy-two cogs at five inches pitch; the wallower N, which it. turns, has thirty-one, at the ſame pitch; the main ſpur wheel O, ſeventy-two cogs, at four inches pitch; the nuts or lanterns Wol. MAZAZZZ. 396. // rig/? Yection. of C/, imne:/ Wºm dºmaz/Z. | J. - H: Zowry sculp. Albärked as the act directs,zºz. by Zongman. Hºrst, Rees, Grme and Brown, Paternorter Ror London. Va/ ZZZAZ.396. CHIMAVEY WZAWDMILL. ZPeriºn for joining the Whips \ …” zz the Čezzer. and mazzzzer of Žcing the same to the Azorn. º Z º -A- s { O ID ຠº % % 2 º % **arey Jun. de/. - Aºrked as the act directs,zórz, Ay Longman, Hartt, Rees, Ørme and Brown, Paternoºter Row, London. -Z.3meazon.1732. - - h: Zonry scº. I 397 1 PP, for the two pair of four feet blue ſtones Q Q, contain twenty-ſix cogs, at four inches; the nuts or lanterns, for the two pair of five feet ſtones, twenty-eight cogs, at four inches; theſe laſt are not ſhewn in the deſign, being behind the others, with which they form a ſquare, upon the Hirſt RR, one pair of ſtones being ſituated at each angle. The ſwimming wheel S, which is for driving the ſmall geer, has fifty-ſix cogs, at 3:# pitch. - - *. In fig. 3, of plate XV. which is an upright of the hind part of the cap AB, are ſeótions of two tail trees, which ſupport the tail vanes; CD, the perpendicular line, being the centre line of the upright ſpindle; G, part of the upper kirb; F, part of the lower ditto; HD E, the two iron arms or braces, which, at D, ſupport the braſs box for the lower gudgeon of the pinion, which turns the cap round, the box is received in a broader and ſtronger part of the iron brace; the box and gudgeon, and conſequently the lantern are prevented from ſhunning their work, by a back brace ſhewn particu- larly at T, plate XIV, which, by a wedge at its extremity, can be adjuſted ſo that the lantern may be brought to a proper depth in the dead wheel fixed round the lower kirb F of the cap. ... . . J , - - The numbers of the iron wheels for turning the cap are as follows: The dead wheel upon the lower kirb F, is made in fixteen ſegments of fourteen teeth each, making 224; the lantern pinion working therein ſix leaves; the crown wheel upon the top of the main lantern ſpindle three feet ſix inches diameter, number, ninety-ſix teeth; the nutt or pinion turning it ſix leaves; the contrate wheel at the top of the oblique ſpindle, that is driven by the ſail wheel pinion, two feet diameter, number ſeventy-two; the pinion upon the tail vane ſpindle, to drive the above num- ber thirteen. . - - - - The axis of the tail vanes is intended to be a little oblique to the middle line of the cap, as ſhewn in this plan, that the main ſails may be canted a little from the wind's eye, the right way, and the long oblique ſpindle being divided near the middle by a handle, (the arm A releaſing at pleaſure by a joint), the mill may be turned in a calm by hand. OIL [ 398 } t OIL MILL, AT HULL. ExPIANATION of the design for an oil mill, for Mr. Mayson Wright, to be worked by water raised by a fire-engine, at Hull, by J. SMEATON. Fig. 1. ſhews the water-wheel in front, with its penſtock. Fig. 2. repreſents the general defign of the work, the water-wheel being ſeen end-ways. - Fig. 3. repreſents the main ſpur-wheel in front, with the manner of fixing it upon the ſquare flanch upon the iron axis. s N. B. The whole of the machinery being drawn true to a ſcale, the explanation. will be confined to ſuch things only as do not obviouſly appear from the ſe- veral drawings or meaſures thereon. Further explanation of fig. 2. The axis of the water-wheel is ſuppoſed to be parallel to the length of the houſe, and the plane of the wheel to be parallel to the croſs wall that ſeparates the engine and re- fining-room from the great building; this view being ſeen from the ſide next Hull. So much of the floors and interior walls of the main building as will interfere with the work, is to be removed, and it is to be noted, that by lengthening or ſhortening the tumbling axis, the ſtones may be ſet at any diſtance, at pleaſure, from the water- wheel. -* - The head-ſtock at a may be reſted upon the ſaid croſs wall, if it proves ſufficiently founded, and of ſtrength to break a hole therein, otherwiſe a new head-ſtock wall had better be erected parallel thereto. b, ſhews the ſeótion of a beam to reach acroſs the building, in order to ſupport the upper gudgeon of the axis of the ſtones, and c is a rider bolted to it, to carry the gudgeon of the tumbling axis, wº The Front View of the Water Wheel. Design for an Oil Mill for M. M.Wright at Hull. Aziz’ In , J'caſe of Zect. o 1 2 3 4 5 & 7 & 9 to Feet. Great Spur Wheel. Iron Axis for the Water *** A 7.6% - TW w % ----|HS |---4-------j---------- % - J. º HTT. º: 's y J. Farey fel. H: Zowry scºp. AEA/ºrhea/ as the day direct, 2&z, & Zongman, Hºrst, Rees, Örme and Brown, Paternoster Row Zondon. I 399 l The unſhaded ſpaces de f, are ſuppoſed arched openings in the walls, of three or four feet in width, the lines whereon d e f are reſpectively marked are ſuppoſed in the ſpring of the arches; and it is to be noted, that in ſome convenient place of the water-wall gh, an opening is to be left near about the height of the centre, on one fide or other, in order that the ſhield boards of the wheel, next the wall, may be fixed and afterwards repaired. The raiſing of the water-wall to the height repreſented will be neceſſary, in order to prevent the ſplaſh of the wheel from annoying the inner works, and alſo to ſupport the .* penſtock on croſs beams reſted thereon. The height of the bed ſtone may be at plea- ſure higher or lower. by varying the length of the axis of the ſtones to ſuit it, as alſo the height of the ground floor, if it happens to be a little higher or lower, reſpecting the ſurface of the water in the well, than here drawn. The preſs works are here omitted, as nothing is intended out of the uſual courſe, Mr. Wright himſelf being the beſt judge of the conveniency of their ſituation. ". . ; - - - - - Further explanation of fig. 1. This view of the water-wheel is ſuppoſed to be taken on the contrary ſide of the wheel to that where the works lie, and ſhews the manner of fixing the arms to the iron axis, being bolted on between the great flanch on one ſide, and two ſtrong caſt-iron rings on the other; the intermediate ſpaces being filled up by drift wedges or chocks, the angles of which being ſomewhat obtuſe, they are hindered from ſtarting by wooden pins or keys, that ſtop againſt the inſide of the great ring, and go through the chocks and the flanch. The ſide of the wheel deſcending will, therefore, be to the weſt, in caſe the ſtones are choſen to go round with the ſun, and the penſtock is ſuppoſed to be ſupplied by a ſquare wooden pipe or trunk, proceeding from the reſervoir, and in the direétion of and parallel to the axis of the water-wheel, and conſequently will enter the penſtock ſideways; the clear opening of this trunk in the inſide is ſhewn by the ſpace x, here repreſented on the far ſide, but in reality entering by the near ſide, which in this ſeótion is ſuppoſed to be removed. At k, in the bottom of the ſheet of the pen- ſtock, is ſhewn the edge of an iron plate, intended to make the water deliver clean, and convey it nearer the centre of the wheel, without loſing height; the width between the two cheeks of the ſhoot, whereof k marks the far one, is eight inches, and this is the breadth of the iron plate, being ſomewhat rounding at the extreme and moſt projećting in the middle. When the water has paſſed the middle of the wheel at bottom, it is to be condućted by a quarter-round turn, through the croſs wall into the well, and from the centre of the wheel ſhould gradually deepen from one inch, that the bottom of the con- duit [ 4oo l duit is ſuppoſed to be covered with water to fix or ſeven inches, or even twelve on enter- ing the well. . . . . . . . . . . . . . , - f ! Y * . . Further explanation of. fig. 3. ". . ; * The centre circle is a ſečtion of the iron axis of eight inches diameter, the four circles round it are holes through the flanch of the main cogg wheel ; the ſquare. ſurrounding that is a hollow ſquare of caſt iron, two feet outſide and ten inches in length, ſupported in the middle of its length by the ſaid flanch;"the ſquare ſpace between the ſaid iron ſquare and the arms of the 'wheel, ſhews what is occupied by the blocking and wedging, being three inches on each ſide, in order that the arms may be ſeparated to the diſtance of two feet ſix inches. Thé'plates ſhewn upon the croſſing of the arms, are upon the fide that is cut, in order to bind each firm together, the plates therefore on the far ſide lie the contrary way; the reſt of the con- ſtrućtion of the wheel is by backs and facings, in the uſual way. The other figures exhibit particular deſigns of the caſt-iron axis, and the parts relative thereto, wherein . . . . . . . . . . . ; Fig. 6, ſhews the axis itſelf, with the round flanch F, and its two rings, as alſo the ſquare flanch G, and its box in ſeótion. . . . . . . • * * ' S Fig. 4, ſhews the two rings, 1 the bigger, and m the leſs, relative to their ſeótions, marked with the ſame letters in fig. D. - . Fig. 5 is the great round flanch ſeen upon the flat, wherein the holes are thoſe for the keys or pins to paſs through to keep the chocks and wedges in place. . . . . * The ſquare flanch and box, as ſeen end-ways, of the axis, are repreſented in fig. 3, wherein p is the ſquare flanch, q four holes through it, principally to facilitate the caſting, r r rr is the edge of the ſquare box, whereon the main cogg-wheel is wedged, in the ſame manner as upon a ſquare wooden axis. ' p * , , ! GENERAL OBSERVATIONS. f - The quantity of water furniſhed by the fire-engine being at preſent no more than 274-3 wine gallons per minute, the work done thereby can be expected but little to - - . . . . . . . . . . . { exceed [ 401 | exceed the power of two horſes yoked at once, that is, to turn the ſtones ſomewhat better than four turns per minute, with a full charge as in horſe works; but as it is ſaid that ſtones of this kind do their work in the beſt manner when they are made to revolve about ten turns per minute, and as they cannot be expećted to revolve at that rate with the preſent power, it is moſt likely Mr. Wright will think proper to increaſe his power; . I have, therefore, thought it good to adapt the numbers in ſuch a manner as to be ſuitable when a power ſufficient is procured, to make the ſtones revolve their full pace of ten turns per minute; and in the mean time I would propoſe to diminiſh the charge or quan- tity of ſeed put on at a time, till the ſtones will make fix or ſeven revolutions per minute; this, perhaps, may not conduce to increaſe the produce of the work beyond the common charge at the horſe pace, though, if any difference, I expect the way pro- poſed will be for the better. But I apprehend it will be neceſſary, on account of giving a proper velocity to the water-wheel, for, in order to give the ſtones ten turns per minute, it is neceſſary that the water-wheel ſhould revolve ſlower than the ſtones; and, therefore, according to the proportion aſſigned, when the ſtones revolve at four turns per minute, the water-wheel will be under 24 turns, a pace fo ſlow that I can hardly ex- pećt it to move regularly or equally forwards ; it will, therefore, be proper to diminiſh the charge till the wheel moves regularly and takes its water agreeably, which I expect will be when the water-wheel makes about four turns, and, conſequently, the ſtones about ſix or ſeven. But, in caſe Mr. Wright ſhould fully reſolve not to increaſe his power, ſo as to make the ſtones revolve nine or ten turns with a full charge, there is nothing to be done but to make the wallower and ſpur-wheel upon the horizontal or tumbling axis, of equal numbers. ſ w - To increaſe the power ſo as to make the ſtones revolve ten turns per minute, with a full charge, and to do work in proportion, will require an engine that will raiſe 2; times the quantity of water that the preſent engine can do, an improvement that is totally out of nature to make with the preſent engine ; but, with an engine properly conſtrućted, of twenty-five inches cylinder, I can undertake to raiſe to the height of thirty feet rooo gallons, wine meaſure, per minute, with the expenſe of 1 cwt. 3 qrs. coals per hour; and I do apprehend, that if a new engine were ſet about in conjunétion with the mill, or proper conveniencies left for placing it, that ſuch an engine would be made for £350, or thereabouts. - . °, • ' J. SMEAton. London, 15th March, 1776. . Vol. II. 3 F LEAD z [ 402 J LEAD HILLs works. The REPORT of John SMEaton, engineer, upon the state of the powers cmployed, and capable of being employed at the Susannah Vien, at Lead Hills, for unwatering the low workings thereof. AT the requeſt of the court of direétors of the Scots Mines Company, on the 27th and 28th of Auguſt laſt, I carefully viewed every thing both above ground and below, that I conceived could conduce to give me a thorough knowledge of the circumſtances attending the Suſannah Vien at Lead Hills, ſo far as related to the drainage of the water from the low ſoles or low workings of that vien, both with reſpect to its preſent and future proſpect. The principal circumſtances attending this mine in the reſpects mentioned, I found as follows: - - But I muſt firſt premiſe, that the ſeaſon preceding my being there was remarkably. dry and warm, and which, as I was informed, had been very particularly the caſe in the quarter of Lead Hills, and, indeed, the remarkable dryneſs of the mooriſh ſoil that there abounds, in a great meaſure ſhewed the ſame thing, the drought being continued to, and during the time I ſtaid there, which was till Monday the 30th of Auguſt. The loweſt level that now drains this mine, which iſſues out near the company's ſmelt mill, is called the Poutchill level, and by it iſſued in that dry ſeaſon near upon the whole water that is collečted in the diſtrićt, its quantity was then conſiderable, amount- ing by my gage thereof to no leſs than 205 cube feet, that is, to twenty four hogs- heads, or ſix tons per minute. - There is now bringing up a low level at the random of twenty-two fathoms below the Poutchill level, which, coming from a lower part of the burn or rivulet, by which the waters of Lead Hill make their departure, will flank the vien, and enter it near to a right angle ; this level is carried directly towards that part of the vien where the deepeſt workings are, ſo that when this level is finiſhed, or brought up to the vien, the whole of the water, or nearly the whole, that now makes its departure by the Poutchill level's mouth, can be let fall into the tow level. r Of [ 403 J Of the water that now iſſues from the Poutchill level mouth, a part of it is gathered upon the ſurface, being the colle&tion of a great number of ſprings and waters iſſuing from old upper workings, which are collected by a water-courſe that extends upon the ſurface ſeveral miles in length, and is ultimately condućted to the top of a ſhaft near the mouth of Porto Bello level: it there falls down by different ſtages to the amount of twenty-nine fathoms, before it reaches the top of the wheel of the preſent bob engine, which is employed in raiſing ſuch water from the depth of thirty-one fathoms, as has been unlooſed in the mine below the random of Poutchill level. This ſurface water I gaged, as I then found it near the ſhaft, where it goes under- ground, and found it amount to ſeventy-ſeven cube feet per minute, The whole water iſſuing by Poutchill level, nor this part of it in particular, was never known to be leſs than it was at the time of my view, and which, on that account, was very fortunately timed ; yet this ſurface water gave power and velocity to the preſent engine more than ſufficient to draw the water, it being upon the ſhore, or drawing air, ſo that it did not fill its barrels by about one quarter part, as I judged it. - - The water ariſing underground is pretty conſtant; yet, like moſt other ſprings, is increaſed by the winter's rains, and the ſurface water much more; for the diſcharge of the Poutchill level in the month of April, being meaſured in a ciſtern, amounted to more than double the quantity now aſſigned by me, the operations confirming each other; but in general, when the water underground is increaſed, the ſurface water is ſtill more ſo, ſo that the engine moving with greater velocity, is generally competent to draw its water, except during the froſts in winter, which often continue long there, when the ſurface water becomes frozen ; for though it in general proceeds from ſprings, which coming out at forty-five degrees of the thermometer, may be called warm, when compared with froſt; yet by running for ſo many miles in an open leet, expoſed to the froſty air, it at laſt ſubmits to the cold, ſo as to prevent any water from getting home to the engine, the conſequence of which is, that during thoſe froſts, which I am informed continue frequently for four months in the winter, the workmen are totally driven from the low workings. * , This engine has a twenty-four feet water wheel overſhot, and draws a column at two lifts of thirty-one fathoms, the bores of the pumps being 7% inches working bar- rels; it makes a five feet ſtroke, and when I ſaw it, made 54 ſtrokes in each barrel ; ; ; ; ; ;ºfter [ 404 J per minute; which, allowing for air then drawn inſtead of water, amounts to 38o cube feet per hour, that is, to about 11% tons, which, together with the ſurface water from the tail of the wheel, is delivered into the Poutchill level, and makes a part of the water thence iſſuing. Below the level of the engine foot, the works are carried down in two ſeparate places, from one of which they are extended to the north, and from the other to the ſouth, there being betwixt the two a check in the vien, where the two checks are ſo cloſe together as to make a water tight joint, ſo that it ačts as a dam, and prevents the water of one ſet of workings from affecting the other, while both can be cleared by the engine ; this check thus keeping the workings ſeparate, is a real convenience, as either may be worked without drawing the water out of the other. One of theſe workings goes down eleven fathoms, and the water thence ariſing, which is by far the moſt conſiderable, is drawn by hand pumps. This work was full of water at the time I was there, the pumps not being at work ; but as the water was running out at the top of the pump, which I was informed was as near as poſſible the ſame in quantity as if drawn by the pump, it would therefore be the ſame to my meaſure thereof as well as the engine, and which I found to be 206 cube feet per hour. ... - - * . . . The other was clear of water, which produced much leſs, and was drawn by tubs from the depth of fifteen fathoms, the amount of which was then at the rate of ſeventeen cube feet per hour, ſo that the whole growth of water ariſing below the engine pump foot, amounted to 223 cube feet per hour, which, dedućted from what the engine then drew, viz., 38o feet, will leave 157 cube feet per hour, ariſing between the Poutchill level, and the engine pump foot. - When I was there they were preparing to put in an additional engine, whoſe water wheel was of thirty feet diameter, and eighteen inches in the ſole; with this engine they propoſe to ſink thirty fathoms below the preſent engine pump foot, that is, fifteen fathoms below the deepeſt workings at preſent in this vien. This engine is to receive the power by placing its wheel above the preſent one, ſo as to occupy a part of the twenty-nine fathoms that the ſurface water has been deſcribed to deſcend from the ſuffage to the top of this preſent wheel; and after delivering its water from the tail of the new wheel, it is then to be re-condućted upon the preſent wheel, and do its office. as at preſent; but the pumps which are intended to be of ſeven inches bore, are to be #3 º s • placed [ 425 J placed in a pump ſunk by the ſide of the other, and to raiſe, not only the water that is raiſed from the low ſoles by the hand pumps and the tubs, but ſuch as may ariſe in going ſtill deeper, to the depth of thirty fathoms below the preſent engine foot. Having now deſcribed the preſent ſtate of things, I proceed to give my opinion thereon. * . * © - I underſtand from all hands, that the putting in of the preſent engine is to be con- ſidered as a temporary expedient to draw the water now drawn from the low ſoles by the hand pumps and tubs, till the low level is got up to the vien, which may poſſibly take three or four years ; after that, we are to confider what kind of power this will afford us, when the water iſſuing from the Poutchill level can be let fall as a power from that level twenty-two fathoms down to the low level, the draft from the low ſoles being then relieved by twenty-two fathoms in the perpendicular riſe; for then the deepeſt of the preſent workings will be only twenty-four fathoms under level, and the pump foot of the intended new engine will be no more than thirty-nine fathoms, which to the preſent level will be ſixty-one fathoms; that is, whether there is ſuch a kind of probability of then wanting a ſufficient power from this fall of water as to make it neceſſary now to prepare conveniences for the erection of a fire engine. ' ' . . . . . . . . . - Cube feet per minute. The quantity ascertaincd by me to proceed from Poutchill level, the 27th September, . 1779, , , ... - . . .- ... - - ſº gº tº f : 205 • . The surface water ascertained the same day for turning the engine, - 77 Also, what the engine drew from the low soles, 380 cube feet per hour, that f : is, 6; cube feet per minute, which, to avoid fractions, call - . 6 . g . . Will remain water raised in the mine and its communications, that will not be sub- ject to frost, - - - e - L_º - 122. Which quantity, of 122 cube feet per minute, being let fall twenty-two fathoms, and aćting upon an engine properly conſtructed to be ačted upon by the weight of the whole column, will be equivalent to the power of a fire engine of thirty-ſix inches cylinder, and this in its weakeſt ſtate, and no advantage ſuppoſed to be received from the ſurface water, which, if we take into the account, will, for the greateſt part of the year, be equivalent to a fire engine of forty-five inches cylinder; but, the conſtant power equivalent to a thirty-ſix inch cylinder would raiſe double the produce aſcertained of . . . . . . . . . . . . . . . - - the [ 406 I the preſent engine from a depth of 128 fathoms below level, which is ro4 fathoms. deeper than the preſent loweſt workings. It is probable, that in increaſing the extent of the preſent workings of the low ſoles along the vien, more water will be cut, and as they go deeper, ſtill more; but if all the water that can be collečied at thirty-fathoms below the level now bringing up (that is, ſix fathoms below the preſent loweſt workings), is there intercepted, and raiſed to that level, without being ſuffered to go down, it is probable, that the water raiſed under that level, will be conſiderably leſs in quantity than what is now raiſed by ..the preſent engine; for, after a certain depth, depending on local circumſtances, it is a general obſervation among all miners, that the deeper you go, the leſs water you raiſe, ſo that it is highly probable that a leſs power than is equivalent to a fire engine of thirty-ſix inches cylinder, will clear this vien of water to as great a depth as it will carry lead. - . - s : It is remarked by Mr. Milne, who was ſo obliging as to furniſh me with copies of Mr. Sterling's letter to him of the 9th of January, 1779, and his anſwer thereto of the Ioth of February following, that the principal appearance of water was at the iſſuing of the Poutchill level, from whence he concludes, that the principal part of the water that has been raiſed in theſe mines is now dropped down to that level, as being the loweſt point to which it can deſcend, which obſervations I muſt confirm ; he, therefore, concludes, that nature following the ſame courſe, when the low level is brought up, and the vien opened, the greateſt part of all the water will alſo find its way down to that level, and of conſequence there will be an end of that power, ariſing from the deſcent of the Poutchill level water into the low level, which was inſiſted upon as a ſufficient power by Mr. Sterling, and the effects of which have been more particularly calculated and aſcertained in what precedes; and this being ſuppoſed to be the caſe, as the ground to be worked upon is very hard, and will take ſeveral years to fink a perpendicular ſhaft from the ſurface down to the deepeſt and moſt valuable part of the preſent workings proper for a fire engine to be placed upon, it is now time to begin ſuch a ſhaft, that it may be ready when it ſhall be wanted. - - This, undoubtedly, is a queſtion of a very ſerious import, and demands a critical inveſtigation how far the ſubſidence of the preſent water is likely to take place; be- cauſe, if it does in the manner and degree ſuggeſted by Mr. Milne, there is an end of all reaſonings and calculations about its power and effect. 1ſt. That in laying open - the [ 407 I the vien, the water raiſed therein has in a great meaſure got down to the Poutchill level, being now the loweſt level to which it can deſcend, is certain : but I apprehend that this has been owing to there being no motive at the various times at which the ſprings have been cut for keeping the water up, but it has been ſuffered to deſcend to the low level as the ſhorteſt way of getting rid of it, and the water riſing in a great variety of places, it is now impračticable amongſt old workings to collect it at a higher random. 2dly. I underſtand that a great part of the water that now iſſues at the Poutchill level mouth is not the produce of the Suſannah vien, but proceeds from the old works of ſeveral other viens that have been unwatered by a croſs level taken out of the Poutchill, and which now, and for a courſe of years paſt, have iſſued their water invariably here, and conſequently can be ſubject to no change by the future workings of the Suſannah. - - ". . . . 3dly. The Suſannah having been worked as far into the mountain as the boundary, the whole of the ſprings riſing in or above the level of the Poutchill are collečted therein, and could be kept upon that level by an artificial bottom, though the preſent natural bottom were cut away; it is therefore only ſuch ſprings as ariſe in the very bottom of the level that have paſſages under the floor of that level, and inverted ſyphon- wiſe, proceed from higher ſources; I ſay it is only ſprings of this kind that can be affected by under-workings, and which kind of communications we muſt apprehend can ſcarcely exiſt, except near the boundary, where the ground is whole in the direc- tion of the vien; for, as the ſtrata ſtand edgeways here, or parallel to the checks of the vien, very little water can make its way croſsways of the checks: it follows, there- fore, that very little of the preſent water would be let down, though the vien were worked to the extent of the boundary under the random of Poutchill level, provided the bottom were left whole, or made good artificially, where any chaſm or openneſs might occur. . - - 4th. The preſent low level being carried flankways to the vien, there is very little chance of its cutting any water which has communication with the water that now makes its way into the Poutchill level. - - tº From all theſe confiderations taken together, I am induced to think that proper care and attention being paid to the ſubjećt, it will only be a very ſmall proportion of the water now iſſuing from Poutchill level, that will get down to the low level, when brought up to the vien, except by paſſages cut for the purpoſe; but from - - w what I 408 j what has been eſtabliſhed, even if half of it were to get down to the level, yet the other half would be a power ſo reſpectable, as to be capable of drawing as much water as now ariſes below the Poutchill level from a depth of 128 fathoms, and double that quantity from half the depth, which would ſtill be forty-four fathoms below the preſent low workings, and will doubtleſs laſt ſeveral years ; and even this power will be of that conſequence where coals are at a confiderable diſtance in a mountainous country, that it will be very well worth while to employ a power of water as far as it can be employed, and build a ſmaller fire engine in aid of the water engine, whenever § that ſhall become overpowered. - But here it may be ſaid, that fince the placing of a fire engine underground may be impračticable, or at leaſt inconvenient", for the reaſons given by Mr. Sterling, and as it will doubtleſs take ſeveral years to ſink a perpendicular ſhaft from the top of the mountain, in caſe a fire engine ſhould become neceſſary, cóntrary to our preſent ſpecu- lations, what is then to be done : Is a valuable mine to ceaſe work till a ſhaft can be ſunk? I anſwer no. - . . . . . - - The argument here is to time, not expenſe; becauſe, if a ſhaft could be funk in the ſame time that the engine was building, though the expenſe of the ſhaft would be the ſame, it would, doubtleſs, be proper to defer ſo as to begin both together, therefore faving the expenſe of the ſhaft. I would ſooner undertake to put up a fire engine of any ſize that might be required, without either placing it underground, or ſinking a faſt from the ſurface, than to place it upon a ſhaft ſubjećt to the expenſe, though it could be done in a day. . . . . . . . . . - - - In ſhort, I would place my engine at the tail of the low level, and work my pumps in a pump put down to the low workings by a ſliding ſpear through the low level, and, ſuch a pump muſt, in effect, be ſunk for placing the pumps of ſuch an engine or engines as muſt be uſed, previous to the execution of any engine upon the twenty-two fathom fall: It may be now time to ſay what kind of a water engine I would recommend for this new fall of twenty-two fathoms. g . . . - F beffeve I may lay it down as a certainty, that no engine has yet been invented that furpaſſes the bob engine for the miner's uſe, when well proportioned and conſtrućted, * A fire engine deep underground has been in use some years past in the coal mines of Whitehaven. I 409 1. and in ſuch ſituations as it is adapted to, but as, particularly underground, it would grow very cumberſome, if erected with a water wheel exceeding thirty feet, it follows, that in the height of twenty-two fathoms, it would take four ſuch water wheels and engines, one above another, to exhauſt the power, or, in other words, to receive the full benefit of this fall, and which altogether would become a very complex and expenſive aſſemblage of machinery. - . - Now, as it frequently happens in mines, that very great falls can be obtained, and but ſmall quantities of water, then, as has been ſaid, the bob engine taking in but five or 5% fathom with convenience at one ſtage, will be ſubjećt to a confiderable ex- penſe in the erećtion, and do but little buſineſs; whereas, if the power of four, five, or fix ſuch wheels could, (where there is fall enough) be united in one machine, this would avoid not only great expenſe in the erection, but the complexity, weight, and incumbrance of ſeveral machines, and therefore it has long been a desideratum, which ſeveral have formerly attempted in different ways, but without particular ſucceſs; this propoſition, however, was about fourteen years ago happily accompliſhed by the * & late very ingenious Mr. William Weſtgarth, at Coal Cleugh, in Northumberland, to the lead mines of which place he was principal agent for the late Sir Walter' Blackett. - This engine ačts upon a ſimple ſtatical principle, not unlike the fire engine, ſubſtituting the weight. and preſſure of a column of water, for the preſſure and weight of a column of the atmoſphere, ſo that as the column of water that may preſs upon one end of the balance beam may be of any perpendicular height, a fall of twenty, or even fixty fathoms, may be taken to one machine, and as it is not requiſite that this fall ſhould be in a perpendicular line, but ačting through a pipe, may be bent in any angles that ſuit the place. This machine very particularly adapts itſelf to the frequently occurring circumſtances of lead mines. The machine mentioned has been conſthtly at work ever ſince its erection, and I believe ſtill is, without ever being ſubjećt to any material diſorder, other than common repairs. Some others were alſo erected in the ſame neighbourhood by the ſame in- genious perſon, ſome of which are ſtill working, and the others not, owing to the mines ceaſing working, or the water being relieved by bringing up a deeper level". { }, * One upon this principle I have myself erected that has now been at work ten years, and is likely to continue. Vol. II. 3 G It I 41o 1 It is, therefore, Weſtgarth's ſtatical engine, mentioned in the papers before file, that I would adviſe to be erected upon the twenty-two fathom fall, which working with the quantities of water ſpecified, is capable of producing the effséts I have calculated upon. * . . , “ . * . } This engine has alſo this furt ier advantage ; like the water wheel, it has, according to its ſize, a certain rate of working, which it cannot exceed, but will perform in pro-. portion to any leſs power applied ; ſo that if it is calculated to go fixteen ſtrokes per minute with a given quantity of water, and this be reduced to one-fourth of the quan- tity, it will not ſtop, but make four ſtrokes per minute. . . . . . I come next to make mention of the engine now at work, and that ere&ting: the preſent working engine at the time, and for the purpoſe it was erected is not amiſs, the ſize of the water wheel being properly adapted to thºquantity of water, and the pumps to both, and I may ſay the ſame thing of that now erecting: it were, indeed, to have been wiſhed, that in the order of things, each engine had been in the other's place ; for then, as the new one will be the more powerful, each would have had a quantity of work to do, proportioned to its powers, and the preſent one, which is the weaker engine, on account of the leſs diameter of its water wheel, would have had only its water to have drawn from the low ſoles, which, as has been ſhewn, is leſs by 157 cube feet pers hour than what is drawn by the preſent engine from its own pump foot; but the fact is, it is not eaſy, but indeed very troubleſome, to change the ſituation of ſuch an engine underground, without ſtopping the works, and as long as the old one can manage its water, it is no fault that the new one ſhould be ſtronger; for, however powerful, it can draw no more water than there is to draw, and as it appears from what has already been ſtated, that the preſent engine. was capable of drawing about one-fourth more water than there was to draw, it is to be hoped, that, in the interval of the low levels coming up, there may not be more water cut in addition to the preſent, by an extenſion of the work of the low ſoles, than what may. ſtill be maſtered by the preſent engine; yet, if this ſhould happen, there will be wanted a ſecond new engine in aid of the preſent one. - . 40 Some little aid may be indeed drawn from the new engine, or by ſhortening the g preſent engine pumps, and lengthening the other; but as this will take up time, during which no water can be drawn, I would rather in that caſe recommend the putting in of one of Weſtgarth's engines, that would at once do the buſineſs of them - . . all, I 41 I I all, and if neceſſary, exhauſt the whole power of the ſurface water that now falls in the whole thirty-three fathóms, of which the power of twenty-eight fathoms is now loſt, and after the new wheel is put in, above twenty will ſtill remain unemployed; indeed, had I been conſulted before any material progreſs had been made with the new water wheel engine, I ſhould have clearly adviſed one of Weſtgarth's, which, when erected, would have put the preſent engine out of employment. The advantage of ſuch a powerful engine would have been great, even ſuppoſing the preſent machines to continue capable of maſtering the water, becauſe it would much ſooner have cleared the mine after a ſtoppage by froſt: - • . . J: SMEATON. t Austhorpe, 16th Oétober, 1779. . MILL [ 412 J MILL FOR GRINDSTONES. REMARKS concerning the mill for turning grindstones, and grinding blacking. §º AS it was deſired to adapt grindſtones to the new boring mill, and thinking them better to be ſeparate, I adapted the deſign immediately to the ſame head and fall of water, and I apprehend, that at all common times, there will be water enough for the whole, eſpecially when the ſluice is open to receive water out of Stenhouſe dam-head, but as water, when there is plenty, may as well be taken from the forge dam-head; as any other, the deſign of this mill will equally apply itſelf to either, only converting the breaſt wheel into an overſhot. However, for the ſingle purpoſe of turning grindſtones, the preſent plan will have the preference, in going more ſteady. Iron rings will not be needed for this wheel, wooden ones, of the common ſcantlings, viz. about ſix inches ſquare, will be ſufficient. - As the ſame patterns for the wheels and nuts as in the gun mill are propoſed here to be made uſe of, I apprehend they will be done cheaper than of wood, but if otherwiſe, wooden wheels of equivalent numbers will do; alſo, if the pračtice of making iron axes for the water wheels, be found to recommend itſelf ſo far as to be equally cheap with wood, they may alſo be uſed here. * - J. SMEATON. Austhorpe, Oétober 15th, 1770. N. B. I ſuppoſe one pair of four-feet common mill-ſtones, cut with furrows, as for corn, will be ſufficient for grinding the blacking, but as it will be very little more ex- penſe by lengthening the tumbling axis, and the hirſt, to make proviſion for two pair, it may be adviſeable to do it, as there is no ſaying what purpoſes may occur to employ them. Upon the whole it ſeems adviſeable to let all ſtand as they do, till the new mill be built, and from its performance the conveniences of the reſt will ſhew themſelves. BOCKING "[ 413. I BOCKING FULLING MILL DIRECTIONS for converting the larger water wheel of Mr. Nottidge's fulling mill at Bocking, so as to drive two stocks by geer. 1ſt. THE water wheel muſt be turned about ſo as to go the contrary way round, which may be executed three ways, the whole wheel and axis may be lifted out together, and the axis changed ends ; ſecondly, if the wheel is made with claſp arms it may be un- wedged, the axis drawn out, the wheel lifted out and turned, and the axis put in again the ſame way as before ; or thirdly, the ſhrouds being taken off and changed ſide for ſide, the buckets may then be reverſed, all the reſt remaining as before. g 2dly. The water wheel muſt be raiſed three inches and a half higher than at preſent, ſo as to have no more than two inches and a half tail water in dry ſeaſons, and muſt be ſet as much down ſtream as poſſible. 3dly. It muſt be fitted up with a breaſting ſweep of wood, brick, or ſtone, from the centre of the wheel to the bottom, then carried level three or four feet, and then re- conciled by a ſlope with , the preſent floor. 4thly. The water muſt be made to go on to the wheel in a reverſed direétion to what: it now does, which can be done without any material loſs of fall. The trough at the proper point is made to divide, and its bottom to proceed on the ſame level as at . preſent, on each ſide of the wheel, and from the trough of union the bottom riſes five inches into the ſhuttle trough, the two being reconciled by a ſlope. The water. wheel will then ſtand as follows:. | Feet Inches Tail water in dry ſeaſons tº tºy $º sº - © 2% Height of the water wheel * ºt tº dº. • I 2 ... O . The ſurface of the water at a full head above the top of the water wheel I 14' The ſurface of ditto above the ſhuttle trough bottom - - I 3%. 5thly. A ſpur wheel, of forty-eight cogs, at a five inch pitch, muſt be put on to the eaſt end of the water wheel axis, to drive a lanthorn or wallower of twenty-three rounds, put * I 414 put upon the end of a tumbling axis lying upſtream, which axis you have in your power to make of what length you pleaſe, to ſuit your convenience. In this you place your feet anſwerable to your ſtocks, according to your own method. Upon this axis, to give it a pleaſant and ſteady motion, muſt be placed ſomewhere, a loaded wheel or fly, which the width between your upſtream and down ſtream topſetts will not admit to exceed five feet five inches diameter, and which will moſt conveniently be made of caſt iron, of the ſquare of five inches; it will weigh about half a ton, and you may have it caſt all in a piece. The ſpur wheel and lanthorn I ſhould alſo have had of larger dimenſions if room would have allowed; but to make them wear longer and more : kindly, it would be of advantage to put in a double row of cogs, which is eaſily done by putting on a facing on each ſide : this however regards only the length of time that the geer will laſt. & - - - The beſt place for the loaded fly is between the two ſtocks; it ſeems to me that you may diſpoſe of the ſpur wheel and lanthorn in the vacancy next eaſt of the wheel, and as near as may be to the wheel; then to take off from the weſt ſide of the place for the two ſtocks by a new tranſverſe timber, ſo much as only to leave room for, one ſtock; this will leave you a ſufficient vacancy between the cog-wheel and the ſtock, to run the loaded fly on the eaſt ſide of the moſt eaſternmoſt tranſverſe timber, to put in a new tranſverſe on the eaſt ſide of the loaded fly, and another as far eaſt as will take in a place for the ſecond ſtock, and this will ſtill leave a conſiderable vacancy at the eaſt end. *- - i - Reſpećting matters of convenience, in regard to the placing of the ſtocks, you muſt judge for yourſelf, and in regard to the thickneſs and ſtrength of the parts, your mill- wright will, I doubt not, judge properly, but you muſt ſtrićtly adhere to the proportions I have given, becauſe the performance depends upon it, and which done, you will find that the mill will not only go with much leſs water than in now does in dry ſeaſons, but will alſo bear much more tail water in time of floods. - - You muſt however remark, that where the gate draws ſo ſhallow, it is required to draw higher (to let through the ſame quantity of water) than where it draws lower. - J. SMEaton. - Austhorpe, 27th June, 1772, FLINT I 415 FLINT MILL AT LEEDs. DIRECTIONS for weathering the sail s of the Flint Mill at Leeds. THE lattice of the ſails being compoſed of twenty-five bars in the ſcheme or ſcale of weathering, No. 1 repreſents the angle of weather of the point bar; No. 2 that of the 2d, and ſo on increaſing to the 20th bar, the 21ſt being the ſame, and then gradually diminiſhing to the 25th, which is ſuppoſed to be at four feet diſtance f •the centre of its weather, the ſame as the 16th. * ". N. B. If the angle for each bar is taken off from the ſcale by a bevil, between the line called the parallel of the axis, and the reſpective number of the bar, and this bevil applied to the leading ſide of the whip, the mortiſe being ſet off on each ſide the whip, will give its proper angle. - The weather of the leading board is to be ſomewhat different to that of the lattice for the ſail cloth, viz. the leading board from the 25th down to the 12th bar, the board, &c. is to be nailed upon the leading ends of the bars produced as uſual; but upon the leading end of the point bar, or No. 1, there is to be 'applied an angular piece or wedge, whoſe thickneſs at the head is one-eighth part of its length, and this being applied with its point next the whip, and fixed upon the face of the bar, will give the board a degree of weather at the point, more than the cloth by the angle of this wedge, this being ſuppoſed fixed, the reſt of the bars Nos. 2, 3, 4, &c. are to be furniſhed with wedges growing gradually thinner, ſo as to end in nothing at the 12th bar, reconcilihg the 1ſt and 12th, upon which 12th, as before mentioned, the board fixes as common without any riſing. , - . . . It will be neceſſary to attend minutely to theſe direétions for the weathering of the ſails and boards, the effect depends upon it, and however uncommon they may appear, the ſucceſs will follow. - p * N. B. It will be proper to weather the face of the whip correſpondent to the bars, from the point to the 17th bar, and then gradually to loſe it in a ſquare for the ſake of ſtrength. All other ſides of the whip to be kept ſquare as uſual. - - º J. SMEATON. Austhorpe, 29th April, 1774. . . . } - TUDDING [ 416 1 \\ PUDDING MILL. The REPORT of John SMEAron, engineer, upon the powers of the Pudding Mill, in the parish of St. George, in Surry, near Blackfriars Bridge, for raising water for the service of the neighbouring parts of the town, and other purposes. THE power of the pudding mill depends in a great meaſure upon the tide water that is taken from the river Thames into certain ditches or drains, that in a manner encircle this pariſh as well as interfeót it in certain direétions; this tide water is taken in by means of a draw gate ſluice, which, when in ſpring tides it has flowed to a certain gage mark upon a poſt placed in the mill pond for that purpoſe, the ſluice is put down to prevent the waters riſing to ſuch a height as would annoy the houſes and premiſes of the inhabitants; the water being thus ſhut in the ditches to a certain height, it there remains till the water of the Thames has reflowed to three hours ebb, or thereabouts, when the floor or apron of the mill conduit begins to be ſufficiently clear for the water wheel of the mill to begin to work, and then the mill gate or ſluice being drawn, the water ſo pent up in the aforeſaid ditches, is gradually let down upon the water wheel of the mill, and turns it for a greater or leſs time in proportion as the water has occaſion to be expended at a greater or leſs rate, but in any rate in which it can be ſuppoſed to be conſumed in doing buſineſs, it will or may be ſpent before the aćtion of the wheel comes to be obſtrućted by the riſing water of the next tide, there being an interval of about ſix hours in every tide in which the water contained in the ditches may be expended in working the mill: this is properly what is called a tide mill, and its power or quantity of buſineſs to be done thereby on each tide, will depend upon the quantity of water that can be pent up and expended, together with the perpendicular fall that can be given to it; but as both theſe will be variable in different kinds of tides, that is, of ſpring and neap, it is proper to obſerve, that from the gage mark upon the poſt to the bottom of the mill conduit, there is a fall of ſeven feet, but that upon the 8th of June laſt, being two days after the moon's quarter day, and conſequently dead of neap, and at a time of the year when the tides ran ſhorteſt, the utmoſt flow of the tide was eighteen inches below the gage mark, and conſequently from the ſurface of high water to the bottom of the mill conduit, there were no more than five feet and a half: And I further obſerved, that when, the water was reduced one foot below the high water mark of this tide, the ditches were in a great mea- ſure emptied, very little water remaining except in the little pond contiguous to the mill [ 417 J mill, from whence it may be concluded, that very little buſineſs of any kind can be expected to be done when the tides are in this ſtate. I ſhall therefore make my com- putation upon the buſineſs that may be expe&ted to be done at ſuch tides as will fill the ditches up to the gage mark, and from the obſervations I made on view of the ditches, and of the plan of the pariſh of St. George, furniſhed for my inſpection by Mr. Burrows, and alſo from obſervations which I have ſince got made by Mr. Holmes at my deſire and dire&tion, I have good grounds for a computation, the reſult of which is, that ſuppoſing the ditches filled to the gage mark, and the water required to be raiſed forty-five feet, 5oo hogſheads, wine meaſure, of water, may be raiſed per tide, and conſequently double that quantity in two tides, being a little more than twenty-four hours; but ſuppoſe, that at an average, 5oo hogſheads be raiſed per twenty-four hours for the ſervice of that part of the town, this quantity, at the average price we are paid at our works at Deptford and Greenwich, ſhould bring in water rents to the amount of ºf 190 per annum ; the principal difficulty that will attend this tide mill as a water work, will be this, there will be about five days every fortnight at the dead of neaps, during which the ſupply of water will be ſo trifling that all the principal families will be under the neceſſity of having a ciſtern or reſervoir, capable of holding five days ordinary conſumption of water, for, in regard to extraordinary conſumptions, and among the lower claſs of tenants who cannot be at that expenſe, as the times will be always known before hand when the ſupply will be defećtive, viz. one day before the quarter day of the moon, the quarter day itſelf, and three days after, they will be led to contrive accordingly. It is at preſent impoſſible to make a proper eſtimate of the expenſe, till a proper plan to proceed upon is made out, and the extent of the ſervice known, but to give ſome idea thereof, in order that its eligibility may be judged of, I ſuppoſe that a capital of £1500 will be required to be laid out upon theſe works, viz. ºf 5oo in building a proper engine and repairing the ſluice and mill gates ; ºf 5oo more in making a proper reſervoir, for taking in the Thames water as clean as poſſible, for the engine to raiſe, and in the erection of a ſtand pipe, and ſuppoſing one mile of five inch pipes to come to, all expenſes included, five ſhillings per yard, this will be £440, but as it is probable, that neither a mile of pipe of ſo large a bore as five inches will be wanted, nor yet that a mile in length will be ſufficient, we may reckon the article of pipes at £500 at leaſt ; the attendance and annual repairs may be ſtated at £80 per annum, and if ºf 20 per annum be ſet off for the rent of the mill in its preſent condition, there will then remain ºf 90 per annum, in return for the capital. - Vol. II. 3 H - * In [ 418. T. In order to judge what value the mill may be of, for the common purpoſe, I have alſo computed what its produce might be expected to be in grinding wheat, and making flour, the reſult is, that when the ditches are filled to the gage mark, it may be expected to grind twelve buſhels per tide ; but to allow for deficiencies of neap tides, we will rate its performance at fixteen buſhels, or two quarters, per twenty-four hours; this, at 2s. 6d. per quarter, will be ºf 91 5s. per annum, and to repair and alter the premiſes to this effect, will take a capital of at leaſt ºf 200, ſuppoſing all the machinery and materials upon the premiſes, to go along therewith ; the miller's wages and repairs of the mill cannot be rated at leſs than £60 per annum, and if ºf 20 be ſet off for the rent of the premiſes as they now are, there will remain only ºf II 5s. per annum, in return for the capital. It is impoſſible to judge with exačtneſs, but the above ſtatements are the moſt probable that I can form ; from whence it appears, that unleſs it be judged adviſeable to go into the ſcheme of a water work, it is not likely to fetch more than £20 per annum. rent, or even ſo much, unleſs you can let it to ſome neighbouring manufacturer in the dying, ſcouring, fulling, or iron branches, to whom, as a particular and local con- venience, it may be worth much more than to be employed in a buſineſs, where the mills in the country are upon the ſame footing in point of ſituation. Laſtly, I muſt point out, that from appearance the ditches not only ſeem a good, deal filled up and obſtructed, but I apprehend are curtailed in dimenſions by the new roads, and new buildings, ſo that in fact, the reſervoir or mill pond of the Pudding mill contains leſs water than heretofore, and though it is probable that ſome advantage may be got to the mill by clearing the ditches, yet as this advantage will be pur- chaſed by the expenſe that will probably attend the clearing or getting them cleared, I have contented myſelf with reckoning upon what is now ſubſiſting. J. SMEATON. Newcastle, 16th Auguſt, 1775. P. S. The Falcoln iron foundery in that neighbourhood employ-horſes in boring and, turning caſt iron work; it ſeems therefore, to me, that this is a thing that would ſuits them... DALRY | 419 l DALRY MILLS. REPORT of John SMEATON, engineer, upon the memorandum of Mr. x John Russell, of the 16th July, 1771, concerning his mills, called the Dalry Mills, near to and west of Edinburgh. ACCORDING to a level taken by Andrew Meikle, there is a fall of twelve feet three inches from the ſurface of the water at a full head, to the bottom of the new wheel race, and it is probable that nine inches additional head may be gained at a moderate expenſe, fo as to make in the whole thirteen feet of fall. Upon this certainty of twelve feet three inches, and probability of thirteen feet, I would adviſe an overſhot wheel of eleven feet diameter, which, with the conſtrućtion I propoſe, will work very well with a head of one foot three inches, and even with one foot, or, occaſionally, with nine inches; but if the probability of raiſing the preſent full head nine inches is thought great, to give more compaſs, I would adviſe the wheel to be ten feet nine inches only. A water-wheel of this kind ſhould, upon this head and fall, with the water I ſaw, diſ- patch at the rate of 2% bolls of wheat per hour, and five Wincheſter buſhels, ſuppoſing half the water taken to the oat mill and ſnuff mill. I would propoſe the overſhot wheel to go the ſame way round as the preſent intended breaſt wheel, and from the bottom of the wheel up the breaſt, to the height of the axle, to work a true curved fall of ſtone work, and above the axle to riſe perpendicular. This part of the work will, therefore, be obliged to be done up anew, by a freſh lining of aiſler. The great cog wheel not to exceed eight feet diameter, out and out, ſo that in caſe the water wheel is eleven feet, the under-ſide of the cog wheel will be eighteen inches above the bottom of the race, and if ten feet nine inches, then it will be 16# inches, which I apprehend will be ſufficient to keep it clear of the water in ordinary times, and in ſpeats, if made of and geered with oak, it will go wet, as many mills are obliged to do conſtantly. If this general idea is approved of, it will be neceſſary for me to give a deſign for the water wheel and trough, and ſhall alſo ſend the proper numbers to accompany it; but, if it is reſolved to go with the breaſt wheel of. ſixteen feet, as now deſigned, I ſhall, if required, give the proper numbers to accompany that, º An 420 An alteration in the oat mill and ſnuff mill will, undoubtedly, be neceſſary, in order to allow water to the wheat mill in dry times, as theſe mills, as they now ſtand, occupy the whole water; and though no advance of rent can be expected upon theſe mills, how- ever good and valid they could be made, yet the leſs water they are made to uſe, in doing their preſent buſineſs, the more can be ſpared to the wheat mill, which will pro- portionably advance its value. To do this in the moſt effeótual way would, doubtleſs, be to rebuild the oat mill in the manner I recommend for the wheat mill, with a double motion, and the ſnuff. mill can be driven from the ſame wheel, as propoſed by Mr. Meikle; and were the pre- miſes mine, I would certainly do it in this way, as the oat mill and ſnuff mill would go. together with two-thirds of the water they can otherwiſe be made to do with ; but if Mr. Ruſſell thinks this will be launching into too great an expenſe, it will certainly be a great improvement to place the two wheels to take the water from each other, as they will then both work with the ſame water; but in this caſe, when one of them wants to work alone, it will conſume the ſame water as if they both worked, and therefore will greatly diminiſh the ſupply that at thoſe times might be taken to the flour mill ; and as the race of the lower mill muſt be ſunk, together with all the machinery, which, when moved, will be found to want many repairs, and perhaps ſeveral parts new ; this will be ſomething to- wards building a new mill. - The waſte of water, when one of the two preſent mills is at reſt, will be prevented by joining the two falls into one wheel, as propoſed by Mr. Meikle, but, unleſs a cor- reſpondent alteration is made in the inſide, there will be more water conſumed in turning the two mills together, than when they take the water from each other, and to fink the wheel and make a correſpondent alteration, will again ſomewhat approach to- wards a new mill, and, after all, you will be but poſſeſſed of an old mill, continually re- quiring half as much more water as if conſtructed upon the beſt principles; that is, in one caſe you may ſpare about one half the preſent water to the wheat mill, in the other caſe two-thirds, and the difference will be an addition to the neat profit of the under- taking, and you will have your mills all new. - If Mr. Ruſſell will be pleaſed to fix upon his plan, Mr. Smeaton will endeavour to ad- viſe him how to execute it in the beſt manner, but to draw a ſcheme for every poſſible mode of execution, would require more time than Mr. Smeaton can poſſibly allot to this buſineſs. - - - . - . . . - \ J. SMEATON. Edinburgh, 28th Auguſt, 1771. ...a. MEMORANDUM [ 421 J MEMORANDUM for Mr. SMEATon, concerning John Ruſſell's mills, called Dalry * Mills. BY level taken by Andrew Meikle, millwright, this day, he reports, that from the ſurface of the water, ten inches lower than the back ſluice to the bottom of the wheel race of the new intended flour mill, is eleven feet one inch of fall, and when the water is gathered by ſtopping the ſluices of the mill, it riſes fourteen inches higher in the dam. Andrew Meikle has drawn a plan of the intended flour mill. The houſe is building, but no part of the mill work is cut out... Mr. Smeaton is deſired to conſider Mr. Meikle's plan, and to make ſuch alterations as he ſhall think proper. The ſnuff mill is let to Nov. 11th, 1773, at £40 per annum, and the oatmeal mill to the ſame term at ºf 30 per annum ; it is not probable that they will let much higher when the leaſe is out. The conſtrućtion of the new flour mill renders it neceſſary to make ſome alteration on theſe two mills. Andrew Meikle propoſes to make one water wheel ſerve both of them. Mr. Smeaton will pleaſe to conſider, whether this may be right, and if he thinks the propoſal right, he will give his direétions, whether it is to be done by an overſhot wheel or in the common way, and what dimenſion and conſtrućtion the wheel ſhould be of. The difficulties that occur to Mr. Ruſſell in making theſe alterations are, that the wheel muſt neceſſarily be placed ſo low, that it may create a conſiderable additional ex- penſe by rendering it neceſſary to take down and rebuild the ſide walls of the mill next the Water. - t - 2dly. Though the preſent oatmeal mill may poſſibly admit of ſinking the wheel, yet the foundation of the ſnuff mill, being conſiderably higher than the oatmeal mill, it may not admit of ſinking the machinery within the ſnuff mill, ſo as to anſwer to the ma-. chinery of the outer wheel of the oatmeal mill when ſunk; if, therefore, any thing can be contrived, ſo as to prevent the taking down and rebuilding the ſnuff mill, it will be a conſiderable advantage. , 3dly. Another inconvenience ariſing from having one outer wheel for both ſnuff and oatmeal mill is, that the mills cannot be let to different tenants; it is, therefore, to be - conſidered, I 422 J - conſidered, whether it be pračticable to have two water wheels for theſe two mills, both in one line after the other? but if, by dividing the fall, this ſhould be inconvenient, the circumſtance of letting the mills to different tenants is not to be minded, Mr. Smeaton will alſo confider whether the troughs which is the conduit which leads the water from the ſluices to the head of the fall, ſhould be built of ſtone or made of timber, as Mr. Ruſſell will follow his direétion as to that matter. • , Mr. Smeaton will pleaſe to confider the whole, and give ſuch direétions, in writing, as he ſhall think proper, ſo that Mr. Meikle may execute whatever plan he propoſes. L. tº ===s**u-s The REPORT of John SMEATON, engineer, upon the construction of Dalry Mills, belonging to Mr. John Russell. IN caſe you can make an addition of fix or eight inches or thereupon to your preſent head and fall of twelve feet three inches, your water wheel may be eleven feet diameter, but in caſe you cannot, and muſt ſtand as you now are, it will be prudent to make it no more than ten feet nine inches diameter, but ſhould you happen to get more than ſix or eight inches head addition, for every inch addition above ſix, you may add one inch to the diameter of the water wheel above eleven feet. FOR THE WHEAT MILL. Water wheel, in diameter, 11 feet. The main cog wheel, 54 cogs, at 5 inch pitch. The great lanthorn, 19 do. at do. The ſpur wheel, 62 at 3% inch pitch. The lanthorn on the ſpindles, 13 at ditto. - The diameter of the French ſtones, 4 feet. N. B. The water wheel is intended to go eight turns per minute, ſo that Mr. Meikle can ſuit his barley mill motions accordingly. I apprehend the following will ſuit. The main cog wheel, 54 cogs, at 5 inch pitch. The great lanthorn, 17 do. do. The ſpur wheel, 68 do. at 3% inch pitch. The lanthorn on the ſpindles, I I do. - - The I 423 I The ſame motions and a water wheel of a ſimilar conſtrućtion will anſwer for the oat- meal mill as for the wheat mill ; but I ſhould adviſe to put up a pair of ſtones for grind- ing oatmeal of about four feet ſix inches diameter, with lanthorn on the ſpindle of fifteen, keeping the five feet ſtones with the thirteen lanthorn for ſhelling only ; an axis. laid oblique to the horizon from the main cog wheel will turn the ſnuff mill. As the main geer will be often wet, it will make it wear much longer to have caſt- iron rounds in the great lanthorns, particularly of the wheat mill, which will come to the greateſt preſſure; if they are made ſmooth by grinding, particularly where the cogs take, they will not deſtroy the cogs at firſt. This is frequently done in our beſt mills in this part of the kingdom. - - I apprehend that three dreſſing mills will be fully ſufficient, but the manner of pro- ceeding in making wheat into flour in Scotland is ſo very different from what is uſed here, , that Mr. Meikle will be better able to adviſe you upon this head than I can ; it is good not to have more machinery at firſt than you want, but to make proviſion for what by experience you will find to wanted. - - J. SMEATON, Austhorpe, Nov. 27th, 1771. KILNHURST [ 424 J KILNHURST Forge HAMMER MILL See plate XVII. Fig. I. is an elevation of the mºrn front. Fig. 2. an elevation fideways, ſhewing the water wheel and conduit. The following are thoſe parts which are not rendered evident from an inſpection of the deſign: a, is the breaſt board of the ſhuttle; b, is a piece of an iron plate nailed on to the noſe or edge of the ſhuttle, to make it deliver the water in a clean Íheet. - * A, is a pump, worked by a tappet in the water wheel axis, to keep the cog pit free from water, when the tail water is above the bottom thereof. The water wheel is fifteen feet diameter out and out, and ſix feet wide with thirty- ſix floats; the water line, when at a full head, is two feet above the crown of the fall D, and five feet ten inches above the bottom of the wheel race; the outſide ſtones both upſtream and downſtream of the fore bay D, or breaſt or fall of the wheel, to be jointed with cement of terras, and the inſide with good mortar, mixed with forge ſcales or minion; the ſlope B is formed by an apron of earth ſpread on the maſonry. The open wheel E, or the water-wheel ſhaft within the houſe, to be ten feet fix inches in diameter, with ſeventy-two cogs, at 5% inches pitch, and the wallower or trundle F, which it turns, to have twenty-five rounds at the ſame pitch, and will be 3 feet 7% inches diameter; the fly wheel G, is to be eleven feet ſix inches outſide diameter, being ſurrounded by a caſt iron ring eight inches by ſix in ſeótion ; the iron ring H, with four cogs (deſcribing a circle of four feet eight inches diameter), is to be fixed on the end of the ſhaft of the fly wheel, for lifting the hammer I; the gudgeon for the end of this ſhaft is to be caſt upon a crop d, fig. 1, the back face of which is to be made one quarter of an inch broader than the fore face, that when the wood is wedged round it will be graſped, and held in like a dovetail, excluſive of the four ſcrews; but if this is not preferred, a common gudgeon may be applied to the ſame ring. The - *- * - - Iowſ. A rºzo.”. //arºn for a HAMMER MILZ, at Zi//www/ Abºye, Yoſſ://re. O //, /g/ A/evazzoz. Azz. Z //ozzz Wºr// N - KO sº Water Zºne Aozze AZoor Aottom of the cog ziz. ſ A/evazzon. 16.6 //zarrº. Aorye FZoor & A. ºr a Zºomp, worked by a Zazzet on the main aris, to clear the coy, jut from water. J. Farey delin. London. Published by Zongman, Hinrt, Rear & 0rme, Zºo. Lowry.rculp. 2 º'' - - - :1; ; ; - gi [ 425 | The reſt of the machinery, being the framing or harneſs for the hammer, is ſuppoſed to be ſubjećt to the corrections of the forge carpenter, and are only ſhewn in the deſign to mark their relative places. - - & - K, are pigs of iron, to ſerve as a weight upon the drome beam L, and puppet Wol, II. • . - º ºf - THORNTON - “, * : * * - - * * * [ 426 I THORNTON water WHEEL. See plate XVIII. EXPLANATION of the design for the water wheel for the upper paper mill at Thornton. , W \ THE water wheel is intended to fit its ſweep and fides of the conduit, the ſame as if it were a breaſt wheel. - The outſide rings and outſide of the ſhrouds are intended to be fluſh. i. # - g If the arms cannot be got curved, as repreſented, they may be made ſtraight, ac- cording to the dotted lines. a a-Repreſent ſtraight pieces of hoop iron, about 1: inch, or 1% inch broad, nailed on, in order to ſtrengthen and preſerve the edge of the bucket boards. A—Repreſents one of the two ſliding ſhuttles, where note, that in order to make the ſame water tight - b b–Repreſent a piece of feather about twoerthree inches broad, to ſecure the joint between the ſhuttle and the bottom of the trough. - E—Repreſents the end of a piece of leather about 2% or three inches broad, and of the ſame thickneſs with the former, which, being faſtened to the tail of the ſhuttle, flides along with it, in order to keep it upon a parallel. * f—Repreſents the end of a piece of leather fixed to the ſhuttling forehead of the ſhuttles, in order to ſecure the joint between the forehead of the ſhuttles and the ſloping board D ; and in order to make it deliver the water fair, the lower part of the leather is intended to fally below the wood about half an inch for the length of the open ſpace between the parts c c, where it will be clear of the leather firſt deſcribed. g g—Repreſent an iron plate, which will not only ſecure the ſharp edge of the ſloping board D, but by turning 1; inch of the breadth of the lower part of the plate into an horizontal direétion, will make the ſtream nearer horizontal, and cauſe the point of the bucket more freely to enter the ſtream. kº- WATER WHEEL 727. //he VPPER PAPER J/ZZZ az Aºazz of the Zºozyż & Water Whee/. % i Ø i–H Žiž Z -R- Z ZZOAAWZOAV. º | f | % | f f o Jeczzon of the Water Whee/, .//arey de/ºf 2 2 2 Li ū IZ SNSS Vož/ZAZ..YZZ. p. 426. Aever for drawing Zhe .5%zzzzze. D; | *. Zerºned by J. Jºneaſon. Zondon, Pºžhed & Zongman, Harrº/Zeer & Ormezózo. Zn/rared & Wron Zouzy. [ 427 h–Repreſents the end of a piece of leather, to ſally or hang down a little below the wood, in order to prevent the water, when going out in a full bore, from following the bottom of the trough. - N. B. Beſides the above deſcribed, bits of leather ſhould be nailed to the lower ſide of the parts c c, to hang down a very little, to make the ſtream deliver clean at its ends. k—Repreſents an iron bolt going through the bottom of the trough between the two ſhuttles, in order to prevent the bottom from ſagging by the weight of the water thereupon, and to prevent the ſhuttles from rubbing againſt the bolt; a ſmall fillet m, muſt be nailed to the bottom to keep them ſeparate. Each ſhuttle is drawn by two parts, to keep their motion parallel, and that one ſhuttle may not draw before the other, or one ſide of the ſame ſhuttle before the other, by the twiſting of the roll, ſpringing of the leavers, &c. it is propoſed to be framed according to the upright thereof, which is drawn to a leſſer ſcale. WVINLATON I was 1. WINLATON BLADE MILL. See plate XIX. THE general deſign for the blade mill at winlaton is 3S follows: The water wheel is to be overſhot, eight feet wide, and thirteen feet high, and its bottom even with the ſurface of the adjacent river. It is intended to receive its water from the head, in the ſame direétion as at preſent, by a kind, of mechaniſm, which is particularly deſcribed hereafter, the water is made to ſhoot backward, and to turn the wheel round the ſame way as at preſent. - The houſe is ſuppoſed to ſtand as at preſent, or, if pulled down, to be erected of ſuch dimenſions as are beſt adapted for its purpoſe; each tumbling axis may be made longer or ſhorter, or to carry three ſtrap wheels, if required. - As the water wheel axis, according to the above dimenſions, will ſtand about four feet eight inches lower than it now does, if worked by a ſingle geer, as at pre- ſent, it would be neceſſary to lower the floor of the houſe and the grindſtones in the ſame meaſure, which might be inconvenient on account of the floods. By introducing the upright axis, the ſtrap wheels will be about one foot higher than they now are ; and, if produćtive of any advantage, may be made ſtill higher, by placing the horizon- tal wheel higher on the upright axis. - . Though the machinery will be ſomewhat more expenſive on account of a double motion, yet it will be more laſting as it wiłłºgo-mere ſmoothly, and with leſs frićtion. This mill will go with at leaſt half, if not one-third, of the water now uſed to do the ſame buſineſs, and will perform with full effect, till the water is ſunk about ſixteen inches under head; and then, if wanted by the ſtilt mills or forges, the grinding mill muſt ſtop. The wheel, though laid ſo much lower, will in times of flood perform nearly as long as the preſent wheel; that is, it will perform with about four feet tail water, what would make about one foot in the preſent wheel; and, as the floods continue but a ſhort time, it would be wrong to loſe an eſſential advantage for the ſake of a few hours in the year. As ·&nozuo， & pavazáſuº ºorſprºw/Ø qº jº??? ºznA/'uvwºzo7 47 pºwºņqzzºwopºzoz ºvogvouzºr ſº pou&zºoz † # # # @ IīITT ??） „zo º????.Jº � } � * S- —────────────────────── „ZººZAZ. ==# Hīſífın ſìūſīñIIIIII+9 �„H„H GI II9*/ T 772241272244 XH zzozzzzztº/372zz// -z &y *2/ozzZ2 , !27,7 :Zºó， y ???， ?， EZKZ）/Z 794 · «ozzy， zº 777/v zozºwſz w ， XY， VZzz. OVIŲ º， ， «ºº %avøya º 4，p şuoroou， ſyſtwa， zawºwy [ 429 As all the deſigns are drawn true to their reſpective ſcales, they will in a great mea- ſure explain themſelves. Fig. 1, is an elevation of the machinery for Winlaton Blade mill, with a ſečtion of * the wheel and trough, and upright of the lever for drawing the ſhuttle. Fig. 2, is a front elevation of the machinery ſeen from within the houſe : the deſign ſufficiently explains itſelf, and the following are the proportions: The water wheel AA is thirteen feet diameter out and out, and has forty buckets; the water line, when at a full head, is ſuppoſed to be two feet four inches above the top of the wheel. - The pit wheel B, 72 cogs, at 5 inches pitch. The great lanthorn C, 25 at 5 inches. The horizontal wheel D, 60 at 4 inches. The ſmall lanthorn FF, 17 at ditto. The wheels or runs I, I, I, I, which carry the ſtraps for turning the grindſtones, to be five feet diameter, and the length of the axis G, H, upon which they are fixed, to be adapted in length to the width of the houſe, and the wheels are to be ſet at ſuch diſ- tances upon them as are moſt convenient for the diſpoſition of the grindſtones. K is a ſquare head upon the upper gudgeon of the vertical ſhaft, by means of which works may be turned in the upper room; n n, ſhew the lower cog pit for the main cog wheel, and o p, the upper cog pit or platform for the headſtock M, and rider N, which are to be bolted together, to ſupport the gudgeons of the water wheel and the upright axis. . - * The braſſes for the gudgeons of the two lanthorns F F, muſt be rather deeper than the half circle, eſpecially towards the ſide that the drift of the mill tends ſo. SIR 430 S. SIR L. PILKINGTON's FLOUR MILL. Plate XX, fig. 1, is a plan of the Hirſt for Wakefield flour mill. Fig. 2, is an elevation, and fig. 3, a ſeparate plan of the bridges and brayer for ſup- porting the ſpindle foot; the deſign ſufficiently explains itſelf, to be framed in a ſyſtem of triangles, which are well known to be the ſtrongeſt figures poſſible, and do not depend upon any mortifing, becauſe the angles, if united by bolts, ſo that they cannot ſeparate, will be far ſtiffer than any mortiſing or cramping can make a ſquare frame. A B C are three beams, forming the upper frame of the hirſt, and D, fig. 2, is the edge of a ſimilar triangle, which lies upon the mill floor, and ſupports the former by the upright E E, and croſs braces ; F F, fig. 1, are beams framed acroſs the angles of the great triangle A B C, forming ſmaller triangles, upon which the ſtones G G are laid ; the gudgeon of the great ſpur wheel I, is ſupported in a bearing ſcrewed to the beam H.; the bridges and brayers are ſupported on three points, by mortiſes in the upright timbers E E, and are adjuſtable at one joint by a ſcrew which bears the weight of the ſtone; fig. 3, ſhews this plainly, and alſo the wedges which adjuſt the poſition of the ſpindle foot. The proportions of the mill are as follows: The water wheel twenty feet diameter; the difference between the head and fall eight feet at a full head ; and then the water ſtands two feet deep, over the crown or fall; the wheel has thirty-ſix floats, and is ſeven feet wide. The great pit wheel eleven feet diameter, eighty-four cogs. The great lanthorn, three feet fix inches diameter, twenty-four cogs. The wheels are in the ground floor: the upright ſhaft goes through the firſt floor, and turns the dreſſing machines in the ſecond floor, where the hirſt is, it carries The ſpur wheel I, eight feet diameter, eighty-four cogs. The pinions L, one foot eleven inches diameter, and twenty cogs ; the ſtones are four feet diameter, EXPLANATION Zeºn for a FZoºk Mazz, erected at Wa/zºº//Yoºr/ºre, - Vož/ZZZXX/.430. for ºr Zzozze/ZºZXzz/oz, Aazz. 1754. AZazz of the Azzºz. Jºz/e of Aeet. L.L.1 | l 1 I l | I | l | | L l l | I ITTT i I I I l I-I-I-I-I-I-I-I-I-I-I-I-I-I-I-I-,-, Zeróżned 4./Jºneaſon. J. Farº, delin. Zondon. Puffārāed by Zongman, Hurrt, Rear & 0rme, 1810. Zonºy ºculp. %&nozuoºzzu 4% pºwów z ·&& worzºuzºzrae， pºu^ ººo/ '&%7ºuozzo.tº/º/-22/04/ 'zºº'^ZŁYZZZZ 794 jazzp,/ º （U```` 2224/- H|| {{{† — f）{+++++++++-ſſ N'zoº'y „zo º/zzz/?'sºa/22/7 �-- Ř• "^S，|-¿?/?q9 Ș ș| ? % º ||* ^&?# /&? | 77 §| @ «27 *2 C1£I aº A y_{/ //N-aea ÈL, F'— a'|:: FIO|(Q) /II-ſ/ / _HË ºtº/ ??|- O z *** }\| : $| # ^q 9 çº---- Zºàyºzo??oatº/7 ºp， ºg NºØ. øÈ， ‘zzo z z2 º 3° '# '%/ +/&ſtº， 776&za/? ºg áży ºzz/aeſ/2Xºzzzzzz/r:nº/V º/o/zzz/ zzz zzz.4/7 2/27 /º/ /**/：//ºº/A79A， 27：ſ. ZĽA „ºzzº/~/~ ~~~~ ~~~~ / ~ Z??2/1 [ 43 1 EXPLANATION of the designs for a water engine erected for Lord Irwin, - - at Temple Newsham, in 1770. … . See plate XXI. Figs. 1 and 2, are elevations of the whole engine, and figs. 3, 4, and 5, enlarged fečtions of the ſliding valve, which regulates the admiſſion of the water into the working cylinder, at proper intervals, to cauſe the motion, The pipe A, which ſupplies the engine with water, is one-ſeventh of an inch bore, the perpendicular deſcent from the mouth, or entry at the ſpring of ſupply, is fifty-four feet, and the length 4oo feet; the water is conveyed from the engine by a pipe H, which has a fall or deſcent of fifteen feet from the engine to the ſurface of the water in the pit or well into which it delivers, and has a ſtop cock, which regulates the diſ- charge of the water. This deſcending column of ſixty-feet of water is employed in working a pump, which throws back part of the water to a reſervoir by a pipe Y of aſcent, about 90o feet in length, and one-fifth of an inch bore; the delivery of this pipe at the top of the reſervoir is eighty feet above the engine, conſequently, twenty-ſix feet above the level of the head or ſpring of ſupply. The pipe A condućts the water to the pump B by one branch, and to the top of the cylinder D, which works the engine, by the other. The cylinder D is of braſs, truly bored, and furniſhed with a ſolid piſton, whoſe rod paſſes through a cloſe ſtuffing box in the cylinder lid where leather is packed round it ſo cloſely, that no water can leak by it; the upper end of the piſton rod is keyed into a ſmall box, which conneéts it with an iron rod a, ſliding through a guide, to make it more ſteadily; E is the working beam, moving round a centre at e, it has an arch head at the outer end, which is a ſegment of a circle ſtruck from the centre e, the arch receives a chain by which the piſton rod is ſuſpended, and therefore has a vertical motion; d is the pump rod, jointed to the beam; and moving up and down with jt; the forcer of the pump B' is fixed to it at the lower end; f is a pipe, which forms a communication between the top...and bottom of the cylinder, it leads down into a cheſt, upon which the cylinder is placed, and to which it is open at bottom ; the cheſt is compoſed of plates ſcrewed together, as ſhewn by the ſections figs. 3, 4, and 5, which alſo explain the conſtruction of the ſliding valve contained within the cheſt; in theſe figures T is a ſhort cylindrical pipe fixed acroſs within this cheſt, and communicating with the pipe f at top, and the pipe H (which [ 432 J (which conveys the water away from the engine) at bottom; this ſhort pipe has a water- tight diviſion, W, fig. 4, in the middle of it, ſo that there is no direét paſſage through it from f to H, but there are four ſquare holes 1, 2, 3, 4, made in the pipe, at equal diſtances round it, above and alſo below the diviſion, as ſhewn at 5, 6, 7, fig. 4; a cylinder or tube of braſs 8, 8, is fitted upon the cylindric pipe, and ſlides up and down upon it, being packed with leather round the edges of the middle partition near 1 and 3, fig. 4, that no water may eſcape between the two cylinders; the ſliding cylinder 8, is juſt half the length of the other, and when it is puſhed down, as in the figures, it covers and ſtops the four holes 5, 6, 7, in the pipe T, which are below the diviſion W, and opens the four holes 1, 2, 3, above the diviſion, allowing a paſſage from the pipe f. to the bottom of the cylinder D, fig. 1; on the contrary, when the ſlider is puſhed up, the upper holes 1, 2, 3, are cloſed, and the lower ones 5, 6, 7, opened, making a paſſage from the cylinder bottom into H ; the ſliding valve 8, beſides the leather pack- ing, which ſurrounds the partition W, has leather placed at the top and bottom of the fixed cylinder T, at b b, and the ends of the ſlider are preſſed upon theſe leathers to make a tight joint when up or down, but the cylinder fits as tight as it can be made ; independent of theſe leathers, the ſliding valve has a pini 9, projećting from each ſide of it, which are included between clefts made at the end of a forked lever i is moveable on an axis Io, which paſſes, through the ſide of the cheſt in a collar of leather 11, fig. 5, and has a long lever x, figs. I and 2, faſtened upon it. By moving the upper end of this lever towards the engine, the ſliding valve will be raiſed up, and by moving it in a contrary direction the valve will be puſhed down; k is a ſmall iron rod, jointed to the upper end of the long lever by one of its ends, and the other is ſuſpended by hooks from a ſpindle, turning upon pivots ſupported by the framing; this ſpindle has ſeveral levers upon it ſimilar to the working geer of a ſteam engine, as follows: m n o is a three armed lever, the arm m has a weight at the end, and is called the tumbling bob ; n and o are two other arms, made in the ſame piece with m, theſe two latter arms ſtrike againſt a pin fixed acroſs, in the end of the rodsk, which is forked to admit the pin, and the arms no aćt within the fork; p and q are two crooked levers, by which the ſpindle is moved, as handles; theſe levers.are ſtruck by pins fixed in a wooden rod r, which is jointed to the working beam, and moves up and down with it; y, fig. 2, is a piece of wood fixed to the upright, beam of the frame, having pins projećting from it, which catch the tumbling bob m, and prevents its moving too far; S, is a ſtop cock in the main pipe, which regulates the quantity of water coming to the engine, and, conſequently, the velocity with which the engine will work. - - To [ 433 1 To deſcribe the operation of the engine, ſuppoſe every thing to be in the poſition of the figures, and the pipes, cylinder, and pump full of water, the ſliding valve is down in the poſition of fig. 3, and therefore forms a communication from the top to the bottom of the cylinder; in this ſtate, the preſſure of the deſcending column of fifty-four feet of water is equal upon both fides of the piſton of the cylinder, and therefore has no operation either way, the communication with the pipe H being ſtopped, fo that the water cannot eſcape through it; but the preſſure operates upon the lower ſurface of the forcer d of the pump riſing freely through the lower valve; this preſſure being unbalanced, raiſes up the working beam, and with it, the piſton of the cylinder, and the rod r ; this, as before mentioned, has pins in it, one of which is ſeen in fig. 1, to be juſt meeting the arm or handle p, which it raiſes, lifting the tumbling bob m, and turning the axis with all its levers, when the engine arrives at the top of the ſtroke, the tumbling bob paſſes the vertical point, and falls down on the other ſide of the centre; the arm o now ſtrikes the croſs pin in the end of the rod k, and by drawing it, moves the lever x, and lifts up the ſliding valve ; this cloſes the communication between the top and bottom of the cylinder, and opens a paſſage to the pipe H, permitting the water to paſs through the pipe into the well, and thus get away from the engine, removing the preſſure of fifty-four feet from beneath the piſton, though leaving it ſtill ačting at top of the piſton, and adding to it the twelve feet from the engine to the bottom of the well, in conſequence of this column being ſuſpended in the pipe H; this unbalanced preſſure cauſes the piſton to deſcend, bringing down the end of the beam and pump rod d with it; the valve in the bottom of the pump now ſhuts, and the water in the pump being preſſed by the piſton, opens the other valve at X, and goes up the pipe Y, to the reſervoir, lifting a column of water of eighty feet. * . When the engine gets to the middle of its ſtroke, a pin in the other ſide of the wooden rod r, and therefore not ſeen, takes the lever q, and forces it down, raiſing the tumbling bob m, at the ſame time; by the time the piſton arrives at the bottom of the cylinder, the tumbling bob is brought paſt the vertical poſition, and ſuddenly overſets by its own weight into the poſition of fig, 1 ; the lever n, now runs againſt the pin acroſs the end of the rod k, and ſhoves it from the engine, moving the long lever x, of the ſliding valve, and the ſhort lever i, fig. 3, down juſt in the poſition of the drawings; this cloſes the four lower holes in the fixed cylinder, and prevents the water going down the pipe H, and at the ſame inſtant opens the four upper holes, forming a communication between the top and bottom of the cylin- der. The preſſure of ſixty-ſix feet, which cauſed the piſton to deſcend, is now re- Vol. II. - 3 K moved, [ 434 I moved, or rather balanced by cauſing it to ačt equal beneath the piſton, and the column of water of fifty-four feet coming down the pipe A, forces open the lower valve of the pump (the valve at X cloſing and taking the bearing of the column of eighty feet), preſſes the under ſide of the pump bucket, and raiſes it up, as before deſcribed, Inoving the beam and piſton with it, there now being an equal preſſure, both above and below the piſton, it will be moved up eaſily. When the piſton arrives at the middle of its ſtroke the preceding operations are repeated, the pin in the rod r takes the lever p, and riſes with it till it arrives at the top of its ſtroke, when it again paſſes the vertical poſition, and inſtantly falls over into the poſition firſt deſcribed; the lever o, taking the end of the rod k, and puſhing it towards the engine, raiſes the ſliding valve, opens the paſſage to the pipe H, and the whole column of ſixty-ſix feet now preſſes upon the piſton, and forces it down as before deſcribed, overcoming a column of eighty feet upon the pump, though the diameter of the pump is larger than that of the cylinder ; this happens from the chain of the piſton aéting upon a much longer lever than the pump; K and L are two air veſſels upon the pipes A and Y. The proportions of the cylinder, pump, &c. are as below. Ft. In. The diameter of the working cylinder, º º U.P. º - 2 2 The length of its stroke, &º wº ſº º gº º 10 O Distance from the centre of motion e, or radius of the lever it actuates ess tºº 6 O Perpendicular height of the column of water which presses upon the piston of the cylinder when descending 54-4-12, vº - º wº ſº i º 66 O Diameter of the pump barrel, ) * vº is 4 º tº , 0 $ Length of its stroke, gº º e- e ſº ſºn º 5 1 Distance of the pump from the centre of motion, or length of lever which works it, - 30 6 Perpendicular height of the column of water pressing upon the forcer of the pump to raise it, 54 0 Ditto, raised by the pump, º gº tº tº mº - - 80 O Difference, which is the height to which she pump actually raises the water above its source, 26 9 *º ºm LONG - - - ſo/.///Z.A.FZ/2. Elevarrow & PAVo/a ATRAE Zvozyż, ſor roºm, Waar ºr %e WATER CoAſ, 6/y, or /e/oy”, 7% zovo A/V7 OW CO///ERY. Cº) | Aarz of Water Gina Reservoir. A//ar zo Aeyeſ of the Pondºr JAary delin' Perºned by...ſmeaton 1777. Zondon, Published by Zongman, Hunrº ſtees & Orme, ºto. Angraved. Ay Wron Zowry. I 435 1 - * LONG BENTON ENGINE. To Mr. Walton, - - Dear Sir, r Buxton, 2d July, 1777. I NOW proceed to point out ſuch things in the deſigns for the fire engine and water gin as may moſt ſtand in need of explanation, and firſt with reſpect to the eleva- tion of the fire engine, you will perceive that I propoſe that the hand geer for working the engine, ſhall be down nearly upon the ſame level with and abreaſt of the fire door, ſo that the perſon that feeds the fire can hand the engine without going up ladders or ſteps; the particular method of communicating the hand geer with the regulator and injećtion cock I ſhall fully explain by a particular draft, and ſhall ſend you alſo a draft for the regulator, which, for this ſmall engine, will be beſt wholly of braſs. The iron injećtion pipe, caſt with the cylinder's bottom, I propoſe to make really a part of the injećtion pipe, and to make the communication between the iron pipe and injećtion pipe by a ſhort pipe of wood, with a braſs cap driven into it. The upper ſtage is intended to ſupport the injećtion ciſtern, which takes its water from, and fills to the ſame height as the ſurface of the water in the lander trough, all that is not taken for injećtion going upon the wheel. I propoſe a common, lead pump occaſionally to fill the injection ciſtern till the water is delivered at the main pump head; but this ciſtern ſhould be lined with lead, to avoid all leakages, and to give liberty to the motion that the lander trough will have upon the great pump Q without affeóting the injećtion ciſtern ; I propoſe the communication to be made by means of a leather pipe to go through both, and to be turned and nailed flanch ways upon the inſide of both ; alſo the joint to be made good between the lander trough and the reſervoir of the gin by a ſtrip of leather nailed to both ; the man that works the common pump to ſtand upon the ſame ſtage as the injećtion ciſtern ; the contri- vance for fixing the ſprings upon the main triangle legs, and of getting them cloſe enough to take the catch pins, without increaſing the length of thoſe pins, will afford an addition of ſpring; but not being of ſtrength ſufficient to receive a dead ſtroke of the engine without danger of breaking, they are propoſed ultimately to bank upon two croſs pieces of half a balk, ſix by twelve, mortiſed and bed-ſcrewed into the triangle legs, which will alſo firmly join the legs near the top; the ſpring frames ſhould be ſhort of banking by an inch, upon theſe croſs pieces, which may be regulated by a ſmall block of wood in the middle, to fill any part of the ſpace between the croſs bars of the ſpring frame and the ſaid croſs pieces. Upon the tops of the triangle legs, where they [ 436 they are jointed in one, reſt the head-ſtocks, of caſt iron, which are each to be bolted down by a couple of perpendicular bolts, as are ſufficiently explained in the upright. Theſe iron head-ſtocks are to contain the braſs cods for the gudgeons, and it is to be noted, that the cods are to take quite half the circle of the gudgeons, to prevent the danger of accident by the wheel's jumping out of its place upon a dead ſtroke upon the bankings. The length of the cylinder in the clear will be ſix feet ſix inches, and the length of the ſtroke, with the ſprings, down to their ordinary bearings, to be ſix feet; but I do not expect the working ſtroke of the engine to be more than five feet eight inches, and to go 14; ſtrokes per minute. I propoſe the whole of the great frame, as ſhewn in the ſeparate ſketch thereof, to be of fir; the breadth of the rim of the great wheel outſide, where the chains work, to be twelve inches, and the diſtances of the two chains, middle and middle, to be about 74 or 7% inches ; the heads of the pins to be outſide. - - Reſpecting the water gin, the principal thing that will want explaining is the con- ſtruction of the reſervoir and method of drawing the water upon the wheel. I ſuppoſe the column raiſed by the engine to be thirty-four feet, thirty feet whereof is given to the wheel, three feet head, and a foot allowed for clearance of the wheel at bottom, and the return of the water from the pump's head into the reſervoir. To conſtruct the reſervoir to hold three feet deep of water would be to burthen it with an unne- ceſſary load, becauſe it never can be drawn off within one foot of the bottom, on ac- count of the waters not having in that caſe a ſufficient velocity upon the wheel; I pro- poſe, therefore, that the reſervoir be conſtrućted to hold but two feet, or rather two feet two inches water at a full head, and to make good the reſt by ſcrewing a trough of ten inches wide, and about five feet long, up againſt the bottom at the end next the wheel, and in order to let the water down into it, four of the bottom planks to be pierced in the middle of each, with openings of fix inches wide, and ten long, equal to the width of the trough below ; the laſt to contain the penſtock, ſliding in grooves cut in each ſide of the under troughs, for drawing on, and ſhutting off the water from the wheel, which is propoſed to be regulated by the machine itſelf at proper times for the meeting and landings of each corf; this will be done by this penſtock, as to the reducing or ſhutting off the water; but as the quantity to be drawn upon the wheel muſt be exactly regulated by the quantity drawn (in the whole time of bringing up a corſ) by the engine, this, I propoſe to be done by a ſmall regulating ſhuttle outſide the head of the reſervoir, which, when once adjuſted, is to be ſcrewed faſt; it is not to ſlide in a groove in the trough ſlides, but to be leathered ſo as to fill it ſideways, and make I 437 | make a water joint; this explanation, together with what will appear by inſpe&tion of the draft, will, I believe, be ſufficient; the upright and ſide view of the ſtage will, I imagine, be ſufficient to explain the manner of ſtriking the great wallower out of the geer, and of the application of a convoy to the circumference of one of the great wheels. In ordinary working, I do not expect that any thing further will be neceſſary than that, as ſoon as the corf appears, the bank's man lays hold of it in order to ſtrike it, and as ſoon as the boy in the cabin upon the ſtage ſees the bank’s man have hold of it, or on notice from the bank’s man, by means of the tackle, he hauls the great wal- lower out of the geer; he is prevented from ſtriking it immediately into the oppoſite wheel by an iron pin that fits two holes through the piece that contains the long mor- tiſe, in which the upper part of the upright lever ſlides, that ſupports the wallower's gudgeon; when the pin is in one hole, it ſuffers the upright lever to come into a per- pendicular poſition, but no further; and when in the other hole, it does the ſame thing when hauled out of the geer the contrary way; before the boy hauls into the geer he takes out the pin, and if after it is in, he puts the pin into the ſame hole, the lever being then got to the contrary ſide thereof, it will keep the wallower in its geer; but I ex- pećt in common the boy will, when grown expert, rather hold the wallower in its geer, by keeping the tackle tight, than handing the pin for any other purpoſe than that of preventing the levers paſſing the perpendicular, which will always be neceſſary. In this manner I expect the operation will go on, when the people are expert in the uſe of the different tackle ; but, to prevent accidents before they are grown expert, as well as inat- tention afterwards, I propoſe two convoys, one upon the great wheel in the cabin, ſo that if the water wheel happens to have got too much way after the water is taken off, to ſtrike in again upon the other ſide; he can curb the motion, or ſtop it if neceſſary, and if the corf happens to be got too high before the boy ſtrikes out, as indeed is liable often to happen, then the convoy upon the long axis near the barrel being, by means of a cord in the management of the bank’s man, he can, on arrival of the corf, clap on his convoy, and prevent the weight of the corf from overhauling the barrel with too much violence; I alſo have a contrivance of a double ratchet wheel, which, for the ſake of farther pre- vention of accidents, can be applied to the barrel, if thought neceſſary, or found ſo, by which the barrel will always be prevented from running back till the bank's man releaſes the catch; but this, I think, will ſcarcely be neceſſary, as I hear they manage at Griff, without any other convoy, except one, applied to the great wheel. The whole is calculated to draw a corf complete in two minutes at Long Benton. The I 438 J The wallower gudgeon is to reach through the upright lever and end, in a ſquare of about two inches, to which is to be applied the work for governing the ſhuttle ; this is to be a wrought gudgeon, ſteeled and turned. As I found, on adjuſting my work together, that it would require a very high pair of ſhears, to draw the bucket out of the pump head, (without unjointing the rod), which would give the whole a top-heavy and cumbrous appearance, I concluded that the eaſieſt way would be to introduce a bucket-door piece, ſo that, by occaſionally hooking a tackle block upon the engine's wheel, to one ſide or the other, either the piſton might be drawn, or the bucket raiſed to the bucket door, without any additional parts for that purpoſe. I would adviſe that the joint of the bucket ſhank, with the ſpear, be made with a couple of bolts and nuts, rather than an off-take joint that fixes with a collar, becauſe the nuts can be more eaſily undone than a hammer uſed in ſo confined a place. I am, dear ſir, Your moſt obliged ſervant, J. SMEATON. I forgot to ſay in proper place that the reaſon why the real head of water would be three feet two inches, when only three feet are allowed, is, that the bottom of the trough would lie two inches below the bottom of the wheel. LIST [ 439. 1 LIST of mills executed by Mr. Susatos, from a paper in his own hand- writing. Vine Elms china mill, wind. Baſhing wood mill, wind. Halton flour mill, water. Wakefield ditto, water. oil and wood mill, wind. Heath engine, water. Ridge wood mill, water. Honeycomb groat mill, water. A Brittain furnace, water. Carron, ditto, No. 1, water. ditto, No. 2, water. —— boring mills, water. —— clay mill, water. Waltham Abbey powder mill, water. Hounſlow Heath ditto, water. Buſſey mill, flour mill, water. Dalry mills, flour mill, water. Worceſter Park powder mill, water. Thornton paper mill, water. Bocking fulling mill, watcr. Kilnhurſt forge, water. -- ſlitting mill, water. Horſley wire mill, water. — tilt mill, water. Knouchbridge flour mill, water. Stratford ditto, water. Colcheſter fulling mill, water. Holling's mill, ditto, water. Keſwick griſt mill, water. Hounſlow Heath copper mill, water. Stratford engine, water, * , , , , . London Bridge engine, water. Alſton griſt mill, water. Woodhall #: º º :*. º t 44° 1 e Woodhall griſt mill, water. º Whittle ditto, water. - . Throchley ditto, water. Scremerſton ditto, water. Wanaſworth flour mill, water, Carſhalton oil mill, water. Hull ditto, water. . Cardington flour mill, water. *~ — — — — —-º-º- Leeds pottery mill, wind. Deptford flock mill, water, -- engine, water. Welbeck engine, water, Thoreſly ditto, water. Wanloch Head ſlide engine, water. END of Vol. II. - mº. sº S. Brooke, Printer, 35, Paternoster-Row, London,