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Scheduled Monument Consent Heritage and Design Statement

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Scheduled Monument Consent Heritage and Design Statement Erection of Visitor Centre Bugsworth Canal Basin, Derbyshire Scheduled Monument Consent Heritage and Design Statement Andrew Tegg MRTPI IHBC Heritage Advisor British Waterways Waterside House Waterside Drive Wigan WN3 5AZ 1 TYPE OF APPLICATION This statement accompanies the scheduled ancient monument consent application in relation to the erection of a visitor centre building at Bugsworth Canal Basin. It should be read in conjunction with the Planning Application Design and Access Statement (October 2009), prepared by John McCall Architects and attached to this application. LOCATION OF THE DEVELOPMENT Bugsworth Canal Basin, Buxworth, Derbyshire. Scheduled Monument Number: 242 – see Appendix 1 for SAM Citation. DATE OF PREPARATION 19 th October 2009 APPLICANT British Waterways STATEMENT PREPARED BY Andrew Tegg BA(Hons) DipTP DipBldgsCons MRTPI, IHBC Heritage Advisor, British Waterways, Waterside House, Waterside Drive, Wigan, WN3 5AZ. Telephone – 07920 825690, Fax – 01942 405710, e-mail – [email protected] Much of the information within this statement is taken from previous research undertaken by IWPS over the period of their restoration of the site. Their knowledge and assistance has proven invaluable within the preparation of this document. HISTORICAL BACKGROUND TO THE SITE Bugsworth Canal Basin can rightly be considered as one of the most important industrial heritage sites in the United Kingdom, although this significance can also to assessed on an international basis. However when assessing the significance of the site, an important consideration to make initially is to emphasise that the Basin is an entirely man made resource which has been imposed on the River Blackbrook valley landscape. Between 1794 and c.1870, Bugsworth Basin developed from a small canal-head wharf into a full scale transhipment port through the construction of a series of additional channels, wharves and lime kilns, combined with the continuing development of the Peak Forest Tramway to satisfy the increasing industrial demand for limestone, gritstone and lime. The original Bugsworth Wharf (or Basin) was opened on 31 August 1796 in conjunction with the Peak Forest Tramway and the upper level of the Peak Forest Canal. Approximately 150 metres of the original course of the Blackbrook was diverted northwards during 1794 to allow construction of the canal channel between the Upper and Entrance Basins, the Wharfinger’s House and Office being built c.1797 adjacent to the junction of the old and new courses of the Blackbrook. 2 Figure 1 – Photograph of site c.1930 – Wharfingers House can be identified in background. (IWPS Ltd Photographic Archive via B. Lamb). Between 1796 and 1815 the extent of the primary phase of construction included the Upper Basin north channel, the Limestone Storage Pens, the original mobile Waggon Tippler, Gritstone Wharf, the Winding Hole, the Gnat Hole (east) lime kilns, and the Middle Basin and its associated Arm (the subject of this SMC application). Other significant surviving structures include the Chinley Road (Silk Hill) Bridge between the Upper and Middle Basins, and the course of the Tramway feeder to the New Road lime kilns. The secondary phase of construction took place between 1815 and 1846. Illustrating the growth of local lime production, this period witnessed an increase in the Navigation battery from two kilns in 1815 to three in 1841, while the New Road battery increased from two kilns in 1815 to eight by 1841, and the Gnat Hole (west) battery was built c.1830. The three kilns in each of the Gnat Hole batteries were charged via an extension from the Upper Basin, and serviced by three Lime Transfer Sheds on the south bank of the Middle Basin. The Middle Basin Lime Wharf, built originally to service the Navigation kilns, was converted into a limestone transhipment wharf c.1835, this probably being the period that the Navigation kilns fell into disuse. The Lower Basin, constructed c.1838 to extend transhipment facilities of limestone, incorporated a high level mobile Waggon Tippler, as did the Upper Basin and Arm, and the Lime Transfer Building had been built over the head of the Middle Basin Arm by 1841. The importance of the Peak Forest Tramway to the development of the Basin complex is demonstrated by the number of associated branches and flowlines which increased rapidly from around 1815. Evidencing an early increase in mineral traffic and, therefore, regional economic demand for limestone, the single track Tramway was widened in 1803 to accommodate a double track. In 1815 the Navigation and New Road kilns were each serviced by a branch line. By 1846 the Tramway diverged into seven tracks and twelve flowlines: three to the New Road kilns, two to the Navigation kilns, three to the Upper Basin, two to the twin Gnat Hole kiln batteries, one to the head of (what became) the Central Peninsula, and one possibly between the Navigation kilns and the Lower Basin. Also during the 1840s, a branch of the Tramway acted as a coal feeder to the new Road kilns from Bugsworth Hall Pit, another connected the Lower Basin and the Bugsworth Mill Pond, while a third connected the Crist and Barren Clough gritstone quarries. Recognising the advantages of supplementing the rapidly expanding railway network with a ready- made transport system which was tried, tested and (for the most part) paid for, the railway companies began to take a controlling interest in the national canal network from the mid-1840s. The Peak Forest Canal, Tramway and Bugsworth Basin were leased by the Sheffield, Ashton- under-Lyne and Manchester Railway (SA&MR) in 1846 (and subsequently by the Manchester, Sheffield and Lincolnshire Railway (MS&LR) from 1847 by amalgamation), with ownership being transferred to the MS&LR in 1863. 3 The tertiary phase of construction between 1846 and c.1878 is characterised by economic diversity created by direct and indirect railway influences, although the export of limestone remained the principal objective. From the 1840s the Derbyshire limestone reserves began to be exploited by increasing numbers of lime merchants who opened up new quarry workings at Dove Holes, and the advantage of direct conveyance of lime and stone to the industrial markets offered by the Tramway and Canal continued to place increasing pressure on the transhipment facilities at Bugsworth Basin. The Upper Basin Arm and its associated Lime Transhipment Building was constructed c.1845 for the purpose of transhipping the increasing quantities of lime which were being burnt at the Dove Holes quarries, conveyed down the Tramway and required undercover transhipment at Bugsworth. Notwithstanding the increase in calcination at Dove Holes, an additional kiln appears to have been incorporated into each of the Gnat Hole batteries during this period. The Limestone Crusher House was built (possibly during the 1870s) by the MS&LR for the provision of railway hardcore, and the Central Peninsula with its comprehensive system of flowlines serving the Lower Basin and Lower Basin Arm also developed during this period. The function of the Lower Basin Arm (constructed between 1860 and 1878) and of its associated Secure Goods Warehouse is, however, currently unknown, although consignments of (e.g.) coal and cloth may have been stored here prior to transportation via the Tramway to Forge Mill at Whitehough. By 1880 the Tramway Interchange and Basin complex comprised approximately forty individual flowlines, including over seventy sets of points, and incorporated an estimated 5,000-6,500 yards (4,572-5,943 metres) of track (excluding the extensive network associated with the Crist and Barren Clough quarry workings to the south east). Although at the height of its industrial capacity, a series of changes in processing, production and transport technologies dating from the 1860s had begun to exert influences with which the Basin complex could no longer compete. A steady decline in localised lime production was due, in part, to an increase in lime burning at the Dove Holes quarries from c.1870, this being encouraged by the increasing use of main-line railway services for transport and distribution. The most serious economic repercussions were, however, due to a reorganisation of the local lime trade in 1891 which, resulting initially in the amalgamation of 76 per cent of the independent local lime companies, and later the creation of Imperial Chemical Industries, irremediably shifted the balance of transport geography away from the Peak Forest Canal and Tramway. While strengthening the economic position of the lime trade by forging closer links with the chemical industry, the transition between independence and unification resulted ultimately in the centralisation of production at the expense of smaller facilities, and contributed substantially to the demise of Bugsworth Basin as a significant inland transhipment port. Subsequently owned by the Great Central Railway from 1897, and the London and North Eastern Railway from 1923, Bugsworth Basin was abandoned between 1926 and 1928, with the bulk of the Tramway rails being removed by the LNER for scrap between 1927 and 1943. Restoration and renovation of Bugsworth Basin began in 1968 by volunteers of the Inland Waterways Protection Society (IWPS) helped by the Waterway Recovery Group (WRG) restored parts of this important site over three decades. Work included the sealing of the bottom of the basin to prevent leakage, extensive stonework repair and the provision of a new facilites building for boating visitors. In
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