ral rule, that every Canal-Bill ought to pass in Parliament, when guarded in the usual manner, unless it does an unfair injury to another better Canal. The gain belongs to the public, the risk to the individual.

The experiment of Canals has now been made for some years, and to an extent, perhaps, of seven or eight hundred miles, and in most cases to the advantage of the public, even to the increase in many instances of landcarriage as well as navigation by sea.

In some parts of the country prejudices still prevail; and the popular objection, that Inland Navigation destroys our nursery for seamen, has frequently influenced the minds of those who were not biassed by any particular local interest. If in some instances the Coasting Navigation may have been lessened by it, in others it has been increased; and there can be no doubt, that a great extension of our distant navigation has arisen from a system which has in effect converted the internal districts of our Islands into COASTS. The security to the communications of the parts of the country one with another during the tempestuous months, and in time of war, which is afforded by Canals, is another advantage to be added to that of their cheapness compared with land carriage. The barge and boatmen, though they have little experience in boisterous seas, are by no means unacquainted with the art of managing and loading vessels, and they frequently find their way to our sea-ports, and thence into our navy. If Inland Navigation may be supposed to form but few navigators for the sea, no lives are lost in these calm elements; the diseases of hot countries, so destructive to our seamen, are also unknown in them; and they admit of no desertion, whether in peace or war, to foreign services, there to

be employed by our rivals and enemies. In short, the abundance of fresh-water rivers and lakes in a country has never been thought a detriment to its navigation, but the contrary: and there seems no reason for supposing artificial Inland Navigation to be in this respect at all more injurious. Besides, we are not always to judge of the benefits of commerce, agriculture, and manufactures, from instantaneous effects and consequences. Though they may not in direct lines be immediately productive, yet when taken in the greater outlines, they frequently in their returns and collateral branches aid and assist each other, by giving employment, circulation, and wealth.

When the history of Inland Navigation, and the spirit of industry and commerce come to be better understood, and popular prejudices decline in their influence, the accuracy of these doubts respecting the utility of Canals, &c. will be questioned. If we object to Canals, we may admit the same claims against the use of machines in our manufactures, and implements of husbandry in our agriculture. The cheaper we can invent, labour, and transport, the better we can contend with foreigners, and the more hands are left at liberty to new calls, which a general spirit of improvements and wants create; Ingenuity always proving itself the helpmate of Industry. The present growing state of our agriculture, population, internal and external commerce, is the strongest proof of our gaining ground; notwithstanding our incumbrance of debt, taxes, and dearness of labour.

There are two countries in particular, China and Holland, that have systematically encouraged Canals and Inland Navigation at the public expense. Neither of them want wealth, population, or employment; and Holland abounds

in navigation, as would China also, if her policy did not render her averse to foreign commerce. France has not been deficient in public undertakings of a similar nature. In England, the zeal of individuals has had a public sanction, but the undertakings have been at private expense. We build palaces for our public offices; and at an immense expense subsidize foreign troops in peace and war for objects of vain glory; or to balance hostile powers, in a manner oftener suited to our caprices and passions than to our interest; but we do not sufficiently cultivate those seeds of convenience, comfort, and industry, that would shoot out into permanent strength, wealth, and revenue at home. A time may come when the general system of all Governments may look more to the encouragement of such public undertakings as will tend to population, happiness, and improvement, in a degree far superior to our present ill-judged expensive systems.

The object of the intended publication should be to give a history of what has been done; to remove prejudices, and establish information and encouragement in favour of future undertakings. The following Queries and Hints are submitted, among others that might be suggested to the public. The information, plans, and hints of Engineers, of the Agents of Canals, and of private individuals, on the subject should be invited. The Queries and Hints are all numbered, to save trouble; and the Answers made may refer to these Numbers.

The history of Canals and Inland Navigation should not be confined to England, or even Scotland or Ireland; but it should embrace those of other countries where they have been extended.

London, September 15, 1790.

QUERIES, HINTS, &c.

I. Plans of Inland Navigation as originally projected; and how far they have been carried into execution to the present time; denoting particularly if any deviations; and when those at present incomplete, are likely to be finished.

II. The causes or objects of each particular Inland Navigation having been undertaken, and the degree in which the execution of the event has corresponded with them.

III. The nature and extent of traffic carried on upon these navigations.

IV. The different productions and manufactures of those

places, and their neighbourhood, through which the Canals, &c. pass; or with what canals or rivers they communicate.

V. The effects which Canals, &c. have had upon the manners, industry, manufactures, population, agriculture, and mining, of the different countries where they have been found, especially compared with others similarly circumstanced; and also the cheapness and facility with which markets have been supplied, compared with former times.

VI. How far the value of lands, rents, and labour, together with taxes and rates, have been affected by them. VII. The number of people, horses, &c. supposed to be

employed by, or in consequence of, the traffic on Canals, &c. especially compared with the former state of things.

VIII. The length, breadth, and depth of Canals; also the form and size of them best adapted for use, perma

nency, and economy.

IX. The fall of water on each Canal or Inland Navigation, and the number of locks made or intended.

X. What have been the improvements made in the system of locks, inclined planes, sluices, bridges, &c.; and how far they are still capable of improvement?

XI. How far Canals are expensive in their repairs; and the best remedies to prevent or remedy accidents or damages.

XII. The prime and annual cost, and the revenue and other profits to undertakers, in the cases of Inland Navigations, compared.

XIII. The tolls actually collected, compared with the accounts limited by the different Acts of Parliament. XIV. The quantity of tonnage used upon Canals and improved Inland Navigations estimated per annum; with the size, forms, and draught of barges when loaded. XV. What is the distance, time, and expense of conveyance, respectively, along the Canals, &c. to the four great extremities, viz. London, Bristol, Liverpool, and Hull; or as far as goods can be water-born to and from each place; and the same for intermediate distances? XVI. What is the time, distance, and expense of landcarriage in the above cases; and where the water-carriage terminates?

XVII. What is the comparative time and expense, convenience or inconvenience, of land-carriage, in the above