In many instances the condition of the roads and the prejudicial results upon them of heavy traffic were adduced as the main reason for a resort to improvements of river {130}navigation. An Act (21 Jas. I., c. 32), passed in 1624, for deepening the navigation of the Thames from Bercott to Oxford, stated that it was designed "for the conveyance of Oxford freestone by water to London, and for coal and other necessaries from London to Oxford, now coming at a dear rate only by land carriage, whereby the roads are becoming exceedingly bad." It was further stated, in the preamble, that "the said passage will be very behoveful for preserving the highways leading to and from the said university and city and other parts thereabouts" which, owing to "the continual carriages by carts," had become dangerous for travellers in winter, "and hardly to be amended or continued passable without exceeding charge." In 1739 there was passed an Act (14 Geo. II., c. 26), "for the betterment and more easy and speedy portage" on the Medway of timber from the woods of Sussex and Kent, which timber could not be "conveyed to a market but at a very large expense by reason of the badness of the roads in these parts." Various far-seeing, patriotic and enterprising individuals took a leading part in pioneering the movement in favour of improved river navigation which, for a period of about 100 years--until, that is, the advent of the canal era--was to be developed with much zeal and energy, though not always with conspicuous success. Especially prominent among these pioneers were William Sandys, Francis Mathew and Andrew Yarranton; and it is only fitting that some mention should here be made of these three worthies, each of whom shared the fate of so many other pioneers, in so far as he was a man in advance of his time. Sir William Sandys, of Ombersley Court, in the county of Worcester, obtained, in 1636, an Act of Parliament which granted powers for making navigable the Warwickshire Avon from the Severn, at Tewkesbury, to the city of Coventry, and, also, the Teme, on the west side of the Severn, towards Ludlow. Some of the works thus carried out are still rendering good service. In 1661 he secured further Acts for making navigable the rivers Wye and Lugg and the brooks running into them in the counties of Hereford, Gloucester and Monmouth. Here he anticipated much of what was to be done a century later by Brindley, in connection with canal construction, inasmuch as he obtained powers not simply to deepen the beds of the {131}rivers and to straighten their courses, but to construct new channels, to set up locks, weirs, etc., to provide towing-paths, and to dig new channels where required. This last-mentioned proposal constituted, as will be seen later on, the idea that led up to the eventual transition from navigable rivers to artificial canals, the new "cuts" on the former being the connecting link between the two.