Editing Calder and Hebble Navigation (section)

===Development===
The navigation prospered, with dividends rising steadily from 5 per cent in 1771 to 13 per cent in 1792. Under the terms of the act of Parliament, tolls were reduced when the dividend exceeded 10 per cent, and the first such reduction occurred in 1791.{{sfn |Hadfield |1972 |p=59}} Improvements continued, and were funded by making calls on the original shareholders. This provided a way to increase their income without exceeding the 10 per cent dividend limit. In 1798 a long cut at [[Thornhill, West Yorkshire|Thornhill]] was made, bypassing the town of [[Dewsbury]]. Trade with the town was maintained by the construction of a wharf and warehouse in what is now Savile Town Basin Dewsbury, however this was not until 1877. Another stimulus to trade was provided by the [[Rochdale Canal]], which opened up a through route from Sowerby Bridge to Manchester from 1804. A new cut and a lock were constructed at [[Brookfoot]]. near Brighouse. between 1805 and 1808, while the Elland cut was extended to link up with the Sowerby cut in 1815. There were further reductions in the tolls in 1801, 1804 and 1808.{{sfn |Hadfield |1972 |pp=189–190}}

[[File:Anchor Pit Flood Gates - Calder and Hebble Navigation - geograph.org.uk - 95690.jpg |thumb|left |Anchor Pit Flood Gates protect the Kirklees Cut when river levels are high.]]
In 1806, the company agreed with the [[Aire and Calder Canal]] to replace the lock at Fall Ings with a new cut (Fall Ings Cut) and a pair of locks, the work to be jointly funded. Legal challenges from millers resulted in some delay, but the cut was opened in 1812.{{sfn |Hadfield |1972 |pp=190–191}} By 1823, as a result of pressure from carriers, boats were allowed to use the navigation at any time during the week, but the company refrained from authorising use on Sundays{{sfn |Hadfield |1972 |p=195}} as they could not ''"consent to so great a Deviation from established Custom".''<ref>{{harvnb |Hadfield |1972 |p=195|ps=. Minute Book, 9 June 1821, quoted in Hadfield}}</ref>

{{Infobox UK legislation
| short_title           = Calder and Hebble Navigation Act 1825
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Company of Proprietors of the Calder and Hebble Navigation to make a navigable Cut or Canal from Salterhebble Bridge to Bailey Hall, near to the Town of Halifax, in the West Riding of the County of York; and to amend the Act relating to the said Navigation.
| year                  = 1825
| citation              = [[6 Geo. 4]]. c. xvii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 31 March 1825
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = {{ubli|Calder and Hebble Navigation Act 1769}}
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
A new act of Parliament, the '''{{visible anchor|Calder and Hebble Navigation Act 1825}}''' ([[6 Geo. 4]]. c. xvii), was obtained on 31 March 1825, which authorised the raising of £50,000<ref name=priestley/> for the purpose of constructing a {{convert|1.75|mi|1|adj=on}} branch along the route of the River Hebble, from [[Salterhebble]] to the centre of [[Halifax, West Yorkshire|Halifax]], terminating near the railway station at Bailey Hall.<ref>{{cite web|url=http://www.penninewaterways.co.uk/calder/chn2.htm |archive-url=https://web.archive.org/web/20200919212856/http://www.penninewaterways.co.uk/calder/chn2.htm |archive-date=19 September 2020 |url-status=live |publisher=Pennine Waterways |title=History of the Calder and Hebble Navigation |access-date=7 December 2007}}</ref> The terminus was {{convert|100|ft}} above the level of the canal at Salterhebble,{{sfn |Hadfield |1972 |p=197}} and the branch required a total of fourteen locks.{{sfn |McKnight |1981 |pp=262–263}} In order to avoid disputes with the mill owners along the length of the River Hebble, water supply was obtained by building a tunnel from the basin at Salterhebble to a pit near the top lock. The tunnel was {{convert|1170|yd}} long, and the water was pumped from the pit to the top pound by a steam engine.<ref name=priestley/> The branch was opened in 1828, at a cost of £58,741, of which £20,000 was raised by loans, rather than calls to the shareholders,{{sfn |Hadfield |1972 |p=197}} and was abandoned in 1942.{{sfn |McKnight |1981 |pp=262–263}}

{{Infobox UK legislation
| short_title           = Calder and Hebble Navigation Act 1834
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1834
| citation              = [[4 & 5 Will. 4]]. c. xii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 22 May 1834
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Calder and Hebble Navigation Act 1931}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to confer further powers on the Company of Proprietors of the Calder and Hebble Navigation and for other purposes.
| year                  = 1931
| citation              = 21 & 22 Geo. 5. c. x
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 27 March 1931
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
In later improvements, ever-longer cuts bypassed more and more sections of river. The mill owners prevented some of the more ambitious plans, but in many cases, the navigation company bought out the mills in order to remove the obstacles.{{sfn |Nicholson |2006 |p=40}} With the [[Aire and Calder Canal]] rebuilding its main line, the Calder and Hebble sought an act of Parliament to effectively abandon the river, but this was modified, as the needs of mill owners and others who owned property on the river banks were recognised. Nevertheless, the '''{{visible anchor|Calder and Hebble Navigation Act 1834}}''', when it was passed in 1834, authorised the construction of major new cuts and the building of new locks, which would be {{convert|70|by|18+1/2|ft|m}} as far at Brighouse. The [[Huddersfield Narrow Canal|Huddersfield Canal]] pressed for the remaining locks to be extended to a similar length.{{sfn |Hadfield |1972 |pp=199–200}} A new cut between broad cut and the Figure of Three locks, which included two large locks, and a new large lock beside the old one at Thornes were opened in 1838, but little more was done, despite the [[Rochdale Canal]] pressing for longer locks.{{sfn |Hadfield |1972 |p=202}}