Middlemore Around Sustainably Managed Forest
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Sir William Cubitt
1 THE EASTERLING JOURNAL OF THE EASTANGLIAN WATERWAYS ASSOCIATION VOLUME NINE, NUMBER NINE JUNE 2014 Edited by Alan H. Faulkner 43 Oaks Drive, Colchester, Essex CO3 3PS Phone 01206 767023 E-mail [email protected] ANNUAL GENERAL MEETING The 44 th Annual General Meeting was held on Sunday 18 May based on St. Mary’s Church Hall, Westry, March in Cambridgeshire. The day started off with a visit to the nearby boatyard operated by Fox Narrow Boats where we were met by Paula Syred, daughter of the late Charlie Fox who had established the business in 1959. Members were given an interesting presentation of how the company had developed before looking round the marina and being able to inspect two of the current hire boats – Leisurely Fox and Silver Fox - both of which looked extremely smart. And then it was back to St. Marys where we were fortunate in being able to look round the recently restored church that had suffered an arson attack four years ago. Members then enjoyed an excellent luncheon laid on by Margaret Martin and her team before turning to the formal business of the day. 2 The Director’s Report and Accounts for the year ending 30 June 2013 were duly, approved before Alan Faulkner, David Mercer and Jeff Walters were re-elected as Directors and John Cordran was re-elected as Accounts Scrutineer. Chris Black then gave a full report about the progress on the North Walsham & Dilham Canal and the meeting concluded with a report by Chairman Roger which centred round the Environment Agency’s reduction in dredging and maintenance. -
Colne Valley Park: a Brief History
Colne Valley Park: A Brief History The Colne Valley Regional Park was established in 1967 View of the Park today to preserve areas suitable for leisure, recreation and con- servation to the west of London, between Rickmansworth and Staines. The area that is now the Park has been val- ued by different people for different reasons at different times and many of those long since dead former inhabi- tants of the area have left traces of their way of life. Palaeolithic (400, 000 – 8, 500 BC) The earliest traces of people in the Park date to around 400,000 BC. During this geological period (the Pleisto- cene) vast sheets of ice advanced from Polar regions to cover much of Britain. There were numerous climatic changes with cold or ‘glacial’ phases, alternating with more temperate ‘interglacial’ phases. The dramatic changes in temperature are associated with changes in flora and fauna. It was during this period that rivers de- posited gravel, silt and sand within the Colne Valley, and it has been during gravel extraction that evidence for this period has been recovered. During the milder periods Chorleywood Stone Age people would have inhabited the region. Colne Valley RICKMANSWORTH Evidence is limited due to the changes wrought on the Park: landscape by the ice and all that survives are remains of Maple Cross abraded flint tools, moved from their original location and Chalfont Common re-deposited in riverbeds. Yiewsley (just outside the bor- Chalfont St Peter Harefield ders of the park) is one of the most important sites in Europe for this period, and the earliest tools found here Gerrards Cross are crudely modified rocks. -
Download: Pre-Submission Canalside DPD 2020
Warwick District Council CANALSIDE DRAFT DPD PRE-SUBMISSION March 2020 01 Contents 1. BACKGROUND: 26 Access 05 National and Local Policies 27 Flooding 06 Neighbourhood 28 Water Abstraction Development Plans 28 Residential Moorings 07 The Extent of this DPD 29 Marinas 07 Conservation Area 29 Future Pressures 2. CONTEXT: 5. OPTIONS 09 The Grand Union Canal, 09 The Stratford Upon Avon 31 Identifying the Potential and Birmingham and 32 Sydenham Industrial Estate Fazeley Canals 32 Cape Road/Millers Road 10 The History of Canals in 32 Montague Road Warwick District 12. How the Use of Canals 33 Recent Developments on the Has Changed Local Plan Sites 14 What Has Happened 33 Other Opportunity Sites Elsewhere? 6. POLICIES 3. THE CANAL 37 Site Specific Policies CONSERVATION AREA 7. IS THERE ANY FUTURE 4. ISSUES FOR CANALS AS FREIGHT 22 Biodiversity CORRIDORS 22 Rubbish Dumping 23 Crime and the Perception of Crime APPENDICES 23 Drug Dealing APPENDIX 1: Other Opportunity 23 Vandalism Sites Analysis 24 Aesthetics APPENDIX 2: Canalside Listed Buildings 25 HS2 APPENDIX 3: Constraints 26 Vacant and Underused Buildings 02 03 SECTION 1 BACKGROUND 04 1.1 What is a Development Plan Document (DPD)and why is one being prepared for the canals within the district? National and Local Policy Documents 1.2 The district adopted its Local Plan in Sept 2017. The Local Plan sets out the framework for future development in the district; how much, where it will be and how it will be supported in terms of infrastructure. The Plan runs from 2011 to 2029. It contains both allocations for land uses, including housing and employment, and policies by which planning applications will be assessed by development management staff and Planning Committee members. -
London LOOP Section 11 Hayes and Harlington to Uxbridge
V1 : July July 09 V1 : London LOOP Directions: Leave the station, and turn right down Station Road. Go Section 11 straight over the mini roundabout, cross the canal bridge then turn right at the end of the bridge into Western View. Take the steps on the right which Hayes and Harlington to Uxbridge lead down to the towpath of the Grand Union Canal and the London LOOP. Turn right at the bottom of the steps and go under the bridge. The picturesque Grand Union Canal links London to Birmingham, which supposedly has more canals than Venice! It’s the longest single canal in Britain stretching 135 miles. Start: Hayes & Harlington (TQ098795) Squeeze through the metal kissing gate, and keep following the towpath. Station: Hayes & Harlington Finish: Uxbridge (TQ051845) On the right is a traditional cast-iron milepost saying ‘Braunston 87 Miles.’ Station: Uxbridge The reason behind the mileposts was to tell approaching boaters the distances to the end of the canal and to assist in the collection of tolls. The Distance: 7.5 miles (12 km) G.J.C. on the mile post stands for the Grand Junction Canal, the original title of the ambitious 93 mile long canal approved by Act of Parliament in 1793 to link Braunston in Northamptonshire with Brentford in London. Introduction: A good section for enthusiasts of waterside walking, as over two-thirds follows canal, river or lake. After a few hundred yards there is another kissing gate. Go through and keep following the path under a modern brick bridge. This is an easy walk on mostly level ground with a few short climbs. -
Daventry Infrastructure Studies Main Report January 2009
Daventry Infrastructure Studies Main Report January 2009 www.wndc.org.uk Daventry Infrastructure Studies Main Report Limitation Copyright URS Corporation Limited (URS) has prepared this Report for West © This Report is the copyright of URS Corporation Limited. Any Northamptonshire Development Corporation (the “Client”) for unauthorised reproduction or usage by any person other than the originally intended purpose as agreed between URS and the addressee is strictly prohibited. the Client and in accordance with the Agreement under which our services were performed. No other warranty, expressed or implied, is made as to the professional advice included in this Report or any other services provided by us. For the avoidance of doubt, no party other than the Client shall have any rights attaching to, arising out of or inferred from the Report, including, without limitation, the right to rely on the Report and URS shall have no liability in relation to any use of the Report by any third party. Unless otherwise stated in this Report, the assessments made assume that the sites and facilities will continue to be used for their current purpose without significant change. The conclusions and recommendations contained in this Report are based upon information provided by others and upon the assumption that all relevant information has been provided by those parties from whom it has been requested. Information obtained from third parties has not been independently verified by URS, unless other otherwise stated in the Report. Where field investigations have been carried out, these have been restricted to a level of detail required to achieve the stated objectives of the services. -
Tilenth Ctrntury Stancling Until the Abolition of the Old Lor-Rdon Bridge in R83r
350 LONDON IN'fHE NINI'.'tIlENTH CtrNTURY stancling until the abolition of the old Lor-rdon Bridge in r83r. \\'.e rla)' nou' convenientll- glance at the historl' of each big compauy in turn. 'fhe r,vater-suppi,vwas at the encl of the nineteenth centLrr)'in tl-re hands oi eight private companies, rvhose 6zo square miles of area comprisecl the wl-rolc of the \'Ietropolis ancl parts of Nliddlesex, Herts, F)ssex, Kent, and Surrev, The oldest of these, the Net, River Companr', originatecl in I6r3, in the manner alreacly describecl. The first shareholders were incorpor:rted in t6r9, under thc \Ii\\' RI'IlR \\"\'I'Eli\\'ol{KS Stoke Ne\ ington Ile5er\oir. .lr,rn irrg outlel Itrottt a l)/tolo 1'1'-/. F, ,1lost1'tt Cltttl,t title of ,''fhe Governors ar-rdConrpanv of the New River brought from Chadwell ancl Amwell to Lor-rdon." The directorate u'as vested in twenty-nine persons,who held thirt,r,six aclventurers'shares-so called in contradistinction to those held by the Iiing and his assigns-which had originally belonged to Sir I{r'rgh \{1'ddleton, tvho at this tinte retained onl1' tlvo.l Jarnes L did not live to receive any profits hirnself,and the thirty-six King's shares u'ere afteru'arclsresigned by Charles L I \o p:rr.ticulararea of sLrpPlr-l:rs grantecl to tlrc Conrpanl', at.iclthcre lls tto lit-uitlrtion of capital in the Cl.rarter. A Selcct Colrntittee of tltc Hor:se of Cournrons in t E: I st:ttc(1 the ol iginal c.):it to hllve bcen houses suppliecl, l'hc total {369,6oo. -
Development of Grand Junction Canal in Berkhamsted, 1760-1825 This
Development of Grand Junction Canal in Berkhamsted, 1760-1825 This step in the national transport revolution was conducted under the shadow of the French Revolutionary War in 1793 when coastal shipping became vulnerable and movement of goods was brought inland. Earlier successful canal- building ventures had captured the attention of investors and speculators; canal mania was underway and local aristocracy and gentry were in the forefront, influencing decisions about transport, either to exploit mineral wealth or to ensure that traffic was diverted outside their estates (unless they could see advantages with allowing passage across their land). The Grand Junction Canal was particularly versatile in handling full size narrow boats and barges; it was the longest wide-gauge canal in Britain and traders benefited from lower transport costs for non-time-dependent and bulky items. Before the canal Whereas there was a usable road before the turnpike, the River Bulbourne was not commercially viable for bulk carriage of freight prior to the canal. It was referred to as a winterbourne river in the upper reaches because it often dried out during the summer.1 An analysis of peat deposits has revealed that an undeveloped area adjacent to the river was waterlogged and boggy from early times, probably due to the construction of the millpond at Upper Mill which was one of two mills recorded in Domesday.2 It was this tendency to flood that caused severe problems for the town that were alleviated only with the arrival of the canal. The Bridgewater family was influential in the affairs of the turnpike trust, but the Duke of Bridgewater was better known as the “father of inland navigation”.3 The Bridgewater Canal connected his coal mines at Worsley with the river Mersey and opened up new markets for his coal. -
Navigable Waterways and the Economy of England and Wales: 1600-1835
Navigable waterways and the economy of England and Wales: 1600-1835 Max Satchell1 1. Introduction “The advantages resulting from canals, as they open an easy and cheap communication between distant parts of a country, will be ultimately experienced by persons of various descriptions: and more especially by the manufacturer, the occupier or owner of land, and the merchant. The manufacturer will thus be enabled to collect his materials, his fuel, and the means of subsistence, from remote districts, with less labour and expense; and to convey his goods to a profitable market. As canals multiply, old manufactures revive and flourish, new ones are established, and the adjoining country is rendered populous and productive.”2 In a single paragraph, this anonymous contribution to an encyclopaedia published when canal building was at its height (circa 1806) encapsulates the interrelated benefits of navigable waterways. Numerous scholarly attempts have been made to specify the relationship between navigable waterways and economic growth in England and Wales. Typically, these have focused on the period between 1600 and 1835, when the network expanded most. However, with some notable exceptions, these studies are insufficiently grounded in the changing geographical and material realities of the time. To help fill that gap, this paper uses a new technology, GIS (Geographical Information Systems) Modelling, to lay foundations and explore more rigorously the relationship between navigable waterways, demography and economic growth in England and Wales. The paper proceeds as follows. The next section relates the expansion of the navigable waterways network in England and Wales to population growth and urbanisation. Then, the GIS Waterways model developed by the Cambridge Group for the History of Population and 1 Social Structure is described. -
The Present Turnpike Road From, Jdeptford 10 J3art
1 psvvicu iWt •fmprovernaeot. ' * •: • •S!esr of the Reign of His present Majesty, to certain Otice is hereby given, that Application h io-. Persons therein to be ij.amed, tobe incorporated into tended to be made to Parliament in the next Ses- a Company of Proprietors for supplying with Water tflon, for Leave to bring in a Bill to amend,'alter, and the Parish of Paddington, in the County of Mid enlarge the Powers and Provisions of an Act passed dlesex, and the Parishes and Streets adjacent; and in the Forty-fifth Year of the Reign of His present for granting to such new Company effectual Powers Majesty, intituled, " An Act for improving and for carrying on the said Waterworks. rendering more commodious the Port of Ipswich, H. Wright and R. C. Sale, Solicitors. in the County of Suffolk.'** Dated this 30th of August 3.8io. S. Jachaman, Solicitor. Ipswich, August 2f, 18to. Grand Commercial Dock. Otice is hereby given, that Application is in Intended Western Junction Canal. tended to be made to Parliament in the en= T^J Otice is hereby given, that Application will be suing Session, for Leave to bring in a Bill for making -1^ made to Parliament in the ensuing Session, for and maintaining a certain Dock or Docks near the Leave to bring in a Bill for empowering certain Per Grand Surrey Dock, situate in the Parish of Saint sons, Subscribers to the Undertaking herein-men Mary, Rotherhithe, otherwise Redriff, in the County tioned, to make and complete the Navigable Colla of Surrey, with full Powers to make one or more. -
The Stour Valley Heritage Compendia the Stour Navigation Compendium
The Stour Valley Heritage Compendia The Stour Navigation Compendium Written by Sean O'Dell and Steve Munro THE STOUR NAVIGATION COMPENDIUM Contents Introduction 4 The Birth of the Navigation 4 The navigation in the 18th Century 7 The Trading River 12 The Navigation after the 1780 Act 15 The River Stour Navigation Company 24 The Navigation in context 32 2 The Birth of the Navigation Although there is no corroborating documentary evidence, it would seem logical to suppose that the Stour (from ‘Stower’ meaning ‘Great River’) was used as a transport route as far back as pre-historic times, since most East Anglian rivers provide archaeological evidence which demonstrates this. The first evidence of proposals to make the River Stour, from Sudbury to the estuary at Manningtree, navigable for commercial trade dates from the early part of the 17th century. These navigation works were necessary because, although fairly wide and deep in some stretches, the river was quite narrow and shallow in others and at certain times of the year was reduced to little more than a stream. Before embarking on the story of the navigation of the East Anglian River Stour, some geography is in order: Wratting Common, 380 feet above sea level and lying to the north east of the little village of West Wickham on the Cambridgeshire / Suffolk border is where the river rises in the chalk uplands south east of Cambridge. [Fig.1] Skirting the villages of Weston Green, Carlton and Great Bradley in a northerly direction, it works its way around to the east-south-easterly course it maintains. -
The Canal Boatmen's Strike of 1923
The canal boatmen's strike of 1923 K. B. SHERWOOD Nene College of Higher Education (published in the Journal of Transport History, September 1986) On 13 August 1923 the movement of long-distance commercial traffic on those canals linking London, the Midlands and north-west England came to a virtual standstill when the Transport and General Workers' Union (TGWU) called out on strike those of its members employed by Fellows Morton & Clayton (FMC), one of the country's largest canal carrying companies. (1) This dispute was to last for fourteen weeks, though in the context of industrial turmoil between 1918 and 1926 it has been an event barely recalled either in the economic and social histories covering this period or in the published recollections of those personnel most actively involved.(2) Nevertheless, despite this apparent insignificance, a narrative of the origins and course of the strike can be justified for three specific reasons. First, not only was it the sole strike in FMC's history (and, perhaps, the longest ever to involve any single canal carrying company), it was also one of the first disputes to involve the recently created TGWU. To analyse this dispute, therefore, is to trace the expansion of the union's sphere of activity into non-river-based trades and occupations, and also to examine the interaction between a company with no strike record, let alone negotiating experience, and a large, but young, national union keen to flex its industrial muscle on behalf of a neglected section of industrial society. Second, the dispute can be related to the particular characteristics of the canal carrying industry and to its changing role within the national freight distribution system. -
NORTHAMPTON MERCURY 1880 to 1895
NORTHAMPTON MERCURY 1880 to 1895 1 3 January 1880 NEWPORT PAGNELL PETTY SESSIONS ASSAULT Thomas Boswell was summoned for assaulting Christopher Johns at Fenny Stratford on 26th December. The complainant, landlord of the Navigation at Fenny Stratford, stated that after the house was closed the defendant, who is a boatman, was outside his house, and abused and struck him. Fined £2 and 11s costs, or 21 days with hard labour in default. 2 3 January 1880 DAVENTRY PETTY SESSIONS, DECEMBER 31 John Carter, boatman, Braunston, against whom a warrant was ordered to issue last week, was charged with being drunk and disorderly on the 13th December. PC Sorrill said he saw the defendant about at night. He was on the ground in the street, and several persons were trying to get him up. He was swearing and making a disturbance. He was very drunk. The defendant said he was very sorry, but he had been ice breaking and had but little to eat, so the beer took effect on him. Captain Stopford said it was a poor excuse saying he had but little to eat when he could find money for drink. The expenses were heavy for which, however, the defendant was to blame in not appearing to the summons. Fined 1s and costs 15s. 3 17 January 1880 DAVENTRY PETTY SESSIONS, JANUARY 13 APPLICATION Mr Roche applied for a transfer of the Champion at Braunston from William Vorley to William Boys. The Bench refused the application, on the ground that Boys, being a boatman, could not have proper control over the house.