STUDIES IN LOCAL HISTORY

NO. 1. THE CHESTERFIELD

, nr. P. Hawkridge. Cliftonl Comprehensive. School. .. .. flr. P. Livsey. Dinnington Comprehensive School. nr. I. G. Hawkridge. Planning Department, Metropolitan JI Borough of . CONTENTS

Pages

1. A Plan of the Navigation Canal now making from Chesterfield in the County of to the near Stockwith in the County of Nottingham. Surveyed in 1770. 2

2. The - a background history. 3- 6 3. The Chesterfield Canal - facts, figures and general information. 7- 15

4. Seven documents illustrating the hietory of the Cheeterfield Canal, 1769 - 1845. 16-29

5. The Lime Kilns along the Chesterfield Canal. 30-31

6. A descriptive walk along the Canal from to , with six illustrations. 32-38

NOTE ON FURTHER RESOURCES

The following further resources on the Chesterfield Canal are available. Please contact Mr. Hoptoff, Local Studies Librarian, Public Library, Memorial Avenue, Worksop (Telephone: Worksop 2408) a. A 16 mm film "The Chesterfield Canal", in colour, running time approximately 30 minutes published by Trident International. The film deals with the course of the Canal from Stockwith to Worksop. b. The minutes of the Chesterfield Canal from 10th April, 1771 tc 10th October, 1779, (i.e. the early years of the canal), together with various newspaper articles on the Canal. These may be used only at the Library.

2. THE CHESTERFIELD CANAL

A BACKGROUND HISTORY

The development of the Chesterfield Canal would appear to have been promoted partly by the London Lead Company, which wanted a more accessible ehipping place than Bautry for the lead from its smelt mill at Ashover, partly by the Cavendiehes as owners of the furnace and forge at Staveley, and partly by 0th- landowners with potential coal resources.

In 1769 surveyed a line for the canal and presented plane and estimates to a meeting in Workeop in August of that year. Brindley proposed the development of a narrow canal from Chesterfield to Norwood, where there woulo be a long summit , and thence past Shireoaks and Worksop to East and the Trent at Stockwith at a cost of E100,OOO.

A Canal Act was passed on 28th march, 1771 which authorised "A Company of Proprietors of the Canal Navigation from Chesterfield to the River of Trent", the Company's official title, with power to raise E100,OOO in El00 shares and E50,000 more if necessary. Power was granted to make toll-free roads up to one mile long from the canal.

By mid July, 1771, the full capital had been raised and work began on cutting the - 8' 10" wide, 12' high from invert and 2,850 yards long. In late 1774 it was agreed that downstream of Retford the canal would be constructed as a broad waterway - including the short Drakeholes Tunnel which would take craft up to 15' 6" wide.

Following Brindleyls death in Autumn, 1772, John Varley became Resident Engineer, although he was replaced by , Brindley's brother in law, in late 1773 after certain financial irregularities came to light.

By 6th April, 1774, the canal was navigable from Shireoaks to below Worksop; by 3rd August, 1774, to East Retford; and by 22nd February, 1775, to Hayton. The Noruood Tunnel was opened on 9th flay, 1775.

At this time it was decided to make a one mile long branch from the canal between Renishaw and Staveley to the turnpike road at Norbriggs; subsequently the Company took a lease on a colliery at Norbriggs with the intention of increasing the tonnage of coal using the canal.

By 2nd April, 1776, the canal was open from Stockwith to and by 16th August, to Norbriggs, the whole line being opened on 4th June, 1777, though C. Hadfield, the Canal historian, concludee that it is unlikely that the Trent tidal was completed until the Autumn,

Uhen completed, the canal extended for 46 miles, From Chesterfield it fell 40' through 5 locks to Staveley and rose by 73' through 14 locks to the Noruood Tunnel. The canal then descended by 144' through 30 locks to Workaop. From Worksop to the Trent, a distance of 24 miles, the canal fell a further 105' through 16 locks, the last 6 including , the river lock, being broad. Reservoirs were built at Pebley, and later at Harthill, Woodall and Killamarsh. The private Lady Lee branch canal near Worksop, 3/4 mile long, ran to a quarry, and another branch at Netherthorpe near Staveley joined the East Inkersall tramroad which ran to pits near the Adelphi Canal. By 1789 E152,400 had been spent on the works. Traffic on the canal was 74,312 tons of which approximately 42,379 tons was coal, 3,862 tons was lead, 1,554 tons was iron, 7,569 tons was stone, and the rest corn, lime, timber and sundries.

Plans to extend the line, or connect it with , were mooted and dropped and the canal Company continued to trade steadily. By 1805 it had been recognised by John Phillips in his "History of Inland Navigation" to be:-

"of inestimable advantage to the neighbouring country, in conveying coals, lead, stone, lime and other heavy articles; which are now carried at one-fifth part of the usual price of land carriage, and with equal expedition. It has always produced to the subscribers a profit exceeding their most sanguine expectations".

In 1842 a number of bridges such as Dog Kennel Bridge ho. 31) and Thorpe Bridge @o. 36 were constructed or replaced.

The proprietors of the Chesterfield Canal took the principal part in forming a Ranchester and Lincoln Union Railway Company, which in October, 1845 issued a prospectus that included in its objects the partial conversion of the canal to a railway as part of a through line from Liverpool to Great Grimsby. A line was to run from Staveley through Worksop to Gainsborough with a branch to Lincoln and another from Worksop to the at Beighton. These lines were intended as a counterbalance to the Sheffield and Junction Railway, projected in 1844 to connect Sheffield and Gainsborough.

An Act dated 7th August, 1846, authorised a line from the Midland Railway at Staveley to Worksop, the canal and railway amalgamating as the Manchester and Lincoln Union Railway and Chesterfield and Gainsborough Canal. Power was given to amalgamate uith the Sheffield and Lincolnshire Junction Railway. The canal Company was to be dissolved; however the new body was not to dispose of any part of the canal but to keep it in good order, preserve its water supplies, and maintain just tolls.

The Company now gave notice to the Sheffield and Lincolnshire Junction Railway (s. & L.J.) to amalgamate, but as it had already been absorbed by the Manchester, Sheffield and Lincolnshire Railway, the Manchester and Lincoln Union was also amalgamated with that Company on 9th July, 1847. In 1848, the railway Company undertook repairs to the canal and its structures.

At about this time the railway Company established a small carrying business along the Chesterfield Canal, which in 1854 carried 7,811 tons out of a total of 118,946 tons; in 1888 the Company carried 62,075 tons.

In 1889 an Act was obtained to divert the canal for the Company's own new railway lines between Beighton, Staveley and Chesterfield. At Killamarsh and Renishau a new line along the edge of the Park was substituted for over a mile of curving canal and with two small deviations at Whittington and Chesterfield reduced the length of the canal by half a mile. An extension into a loop, ~thorisedin 1890, accompanied a deviation of the section already authorissd uetween Staveley and Whittington, with another alteration of the canal through the ironworks. The railways concerned were opened between Beighton and Staveley Yorks on 1st December, 1891 and onwards to Chesterfield on 4th June, 1892. Following the Company's takeover by the Great Central Railway in 1892, it gave up carrying on all its , and by 1905 the tonnage figures had fallen to 45,177 tons, of which 7,174 were from the Trent, and 11,638 tons to it; the main traffics were coal (15,000 tons) and bricks (11,000 tons). By this time the upper part of the canal had been seriously affected by subsidence. A short length between Staveley and Chesterfield was unnavigable, even after f.21,000 had been spent on the Norwood Tunnel between 1871 and 1905 in rspairing damage and raising the roof. In 1908 a further collapse caused the tunnel to be closed, which virtually ended traffic above it, and below as far down as Worksop. In 1955 when the Stockwith-Walkeringham trade ceased, all commerciai traffic ended.

Consequently, in 1960, the Government-appointed Redevelopment Advisory Committee recommended that the section from Chesterfield to Spink Hill Bridge (8 miles) shouid be retained as a water channel, and that the section from Spink Hill Bridge up to, and iricluding the Norwood Tunnel (6 miles), much of which was dry and/or affected by mining subsidence, should be eliminated.

With regard to the length of canal east of the Norwood Tunnel, the Redevelopment Committee recommended that the section from the tunnel to Worksop (6 miles) should be retained as a water channel and that the section from Worksop to Stockwith (25$ miles) should be redeveloped as a navigation for pleasure craft.

Relief from statutory obligations (to make a commercial profit) was obtained by the British Transport Commission Act, 1962, when a Ministerial assurance was given in the House that the length from Worksop to Stockwith would be maintained in its present condition until a decision had been reached on the Committee's restoration proposals. The minister was given an undertaking in 1967 by the Board that nothing would be done to prevent the restoration of the section from morse Lock at Worksop to the Trent for the use of pleasure craft. Under the 1968 Transport Act, the Chesterfield Canal east of Morse Lock, Worksop, was designated a cruising waterway and a certain amount of restoration work has been undertaken on this section by the British Waterways Board in co-operation with the Retford and Worksop Boat Club.

The length of the canal west of Worksop, including morse Lock, is designated a remainder waterway and under the provisions of Section 107 (ii)of the 1968 Transport Act the British Idaterrrays Board is given a duty to deal with it 'kn the most economicai manner possible (consistent in the case of a waterway which is retained, with the requirements of public health, and the preservation of amenity and safety) whether by retaining and managing the waterway by developing or eiiminating it, or disposing of it".

Thus since its formal closure to navigation, under the provisions of Section 17 of the British Transport Commission Act 1962, little money has been spent on the length of the Chesterfield Canal, within the Borough of Rotherham, other than that necessary to ensure a continuous water supply to the cruising length below Worksop.

In obtaining the support of the West Riding County Council to the closure of the Canal the Board agreed that all the locks on this section would be made safe by lowering the chamber walls and depositing the brick and stone removed from the walls into the lock chambers; this work was carried out in the early sixties.

..gainst this background, the towing path hedges had become overgrown and the channel - sufficient only for the required flow of water - heavily silted and choked with weeds. The canal, therefore, portrayed a picture of abandonment and neglect.

In 1973 the Kiveton Park Rural District Council, at the suggestion of the Rotherham Civic Society, instigated investigations into the possibility of including the summit pound and towing path in a country park extending from South to Harthill. In 1974 a Working Party was established by the British Waterways Board to considor the potential for, and implications of, restoring the Chesterfield Canal between florse Lock, Worksop, and the Norwood Tunnel. The final Report of the Joint Working Party has recently been published (1978) by the British Waterways Board.

For further information please contact the Principal Amenity Officer (~orth), aritish Waterways Board, P.O. Box No. 1, 1 Dock Street, ieeds. LS1 1HH (Tel. No. Leeds 36741). THE CHESTERFIELD CANAL

FACTS, FIGUIIES AND GENERAL INFOHPIHTION

Purpose

1763. Projected canal from Chesterfield to Trent for lead, coal and limestone, iron goods and pottery and the import of timber, corn, bar-iron, groceries and sther 'London Goods1. Source -81Source material on the Chesterfield Canal': C. Hemingway, 1976.

Survey

James Brindley, assisted by John Varley, surveyed the proposed route. An application was made but the bill withdrawn and a second opinion sought from a fir. Grundy.

Brindleyls line was through Worksop and Retford. Grundyls suggestion was from Stockwith to , then through Scrooby, Blyth and Carlton, rejoining Brindley's line at Shireoaks.

-cost 3rindley's proposal - £94,908-17s.-0d. 45 miles long Grundy's proposal - 571,479-6s. -93d. 40 miles long

Siinaiey's iine was finally adopted though Mr. Grundy later held a meeting at the Angel Inn, Bawtry to try to enlist silpport for yet another line. (ref: York Courier 2.10.1770. ). -kct of Parliament

The Royal Assent to the Chesterfield Canal Act was given on the 29th March, 1771. The news was received with rejoicing in Chesterfield and Retford.

Provisions

The s~bscriptionwas to be opened and work only begun on the canal when E100,OOO had been subscribed. There was to be no deviation of more than 60 yards from the surveyed line of the canal. hater was to be obtained from watercourses within 1,000 yards of the line of the canal, or within 5 miles of the summit of Norwood Hill, or 3 miles of the end of the canal at Chesterfield, or out of the Doe Lee within 3 miles of the canal. The right was given to build reservoirs, side cuts and drains.

No power was granted to the proprietors of the Company to build roads over one mile from the Canal and such roads as were built were to be under a mile in length and toll-free.

Authority was granted to carry the canal through gardens and lawns where necessary, particularly those of Richard Sitwell at Killamarsh and Richard Stanley at Worksop. There was to be no building of mills or cutting of timber by the Company. The Company uas not to alter the course of the Bonder Beck without the consent of the Duke of Leeds and John Hewitt, owners of Shireoaks Hall.

Provisions

There was to be a restriction on the erection of quays, mills, warehouses or other buildings within an area marked by the bridleway from Wales to Woodall and another from to Anston, the property of the Duke of Leeds. '. . . or to make more than one towing path to the said canal on any of the said lands so situate within one thousand yards of the said four houses, which towing path shall be on the opposite side of the said respective houses.

There were to be re~trict,ionson towing paths on the north side of the canal betueen a close ouned by the Duke of Leeds on the Thorpe to Kiveton Park gate, or, on the south east of the canal, on land owned by Robert Rogers in the Parish of Babworth.

The canal was not to be made within 200 yards of Whystone Hall.

Stavqley forge was to be supplied with water at the Company's expense.

There was to be no obstruction or wastage of water to be caused to the river Rother or the mills owned by the Duke of Norfolk called Woodhouse Corn and Sickle mill, Treeton Corn mill, Wiston Corn mill and Nowch or Cankleu Corn mill.

The water of the River Rother was not to be used further east than the west side of Norwood Hill.

Steps were to be taken to preserve Burwell Spring in Harthill which supplied Kiveton House. -Rates Id. per mile per ton lime. 13d. per mile per ton coal, lead, timber and stone. 3d. per mile per ton soap, ashes, salt, salt-screw, foul salt and grey salt, soot, bone-dust, pigeons' dung, rape or cole seed dust, rags or tanners' bark for manuring lands and grounds lying within townships through which the canal passes.

Exemptions - for hay, corn in the straw, small rubbish or wastestones for making roads (not turnpike) carried for less than 5 miles.

- also for dung, soil, marl, ashes of coal and turf for improve- ment of lands and grounds in the towns or hamlets through which the canal passes. -Boats Boats under 20 tons had to have the consent of the Company to use the canal.

Masters' names and places of abode were to be painted on the outside of boats. Narrow boats, 70' x 7' carrying 20-27 tons, were to be operated.

Warehouses

Land owners were empowered to build warehouses.

Distance Stones

mile stones were to be erected.

Width of Canal

The land to be used was not to exceed 26 yards in breadth, or where the canal was higher or cut 5 feet deeper than the surrounding land, 60 ft. Additional space was also to be available where there was a turning spot or where a crane was situated.

Penalties

For destroying the works, 7 years transportation to America. For obstructing the works, &5 maximum, E2 minimum fine or a period of time in the House of Correction.

Income and Dividends

Whilst the canal was being constructed a 5% dividend was to be paid. In 1797 3% was paid, though by 1800 this had risen to 6%. In 1825 and 1826 a dividend of 8% was paid. (ref. H.A.S.T. Vol. 7). In 1797 the gross income was E10,883.0s.-9d. rising to E13,683.158.-3d. in 1806.

Opposition

There was, in the late 1760's. much support from the businessmen of the Chesterfield area for the idea of a canal to link Chesterfield to the Trent. The main opposition, as in other canal enterprises, came from vested interests. For instance, in 1720 the Idle was made navigable to Retford, having been navigable before 1575 to Bawtry. The boatmen on the Idle, who benefitted from the existence of the trade route from North to Bawtry for the export of lead, were threatened by the proposed navigation. There was also opposition from those, such as the owners of the Don Navigation, who were concerned that the supply of water to their navigation from the River Rother might be affected.

Support

The Chesterfield Canal Act lists many notable local personalities and land owners who gave their support to the canal. London merchants were also anxious to avoid the long land haul to the , because of the high cost of road transport. The Cavendish family also supported the venture because it would provide an improved outlet for iron from Staveley.

meetings were held to discuss the proposals for the canal at the Red Lion in Worksop. People, who were expected Prom a variety of towns and cities, were to meet at 11.00 a.m. on the 4th August, 1769 and again in January 1770. Line of Canal

These early meetings led to an alteration in the line of the canal and it was reported in the Derby "mercury" of 2nd February, 1770 to be from Uorksop through Retford and Drakenholes to the Trent at Stockwith. It was later suggested by Brindley that the canal might be linked to the Cromford Canal and South Navigation Canal Company.

Delay

The navigation was laid aside for a year in order finally to decide on the line of the canal. (letter from Mr. Saville to Mr. Arklow, Nott6, Rec. office).

Staking out the Canal

Despite the delay, the line of the canal was to be staked out by flr. Varley. (~erbymercury, 11.5.1770. ) .

Subscriptions

Books for subscriptions opened at Chesterfield, Worksop and Retford (11.5.1770. Derby mercury).

Inspections

During the building of the canal two committee members were to accompany the Clerk of Works on fortnightly inspections. The supervision of money appears to have been rather lax because during 1774 John Varley was found to have been embezzling money from the Company, using an authority which allowed him to requisition money from the Rev. flr. Peacock who was treasurer.

Brindley died at Turnkirst, Staffs. 27.9.1772. John Varley was told to carry on with the work, following the ideas of James Brindley, until a successor was appointed. Company minutes 7.10.1772.

Hugh Henahall (Brindley's brother-in-law) was appointed Principal Engineer. He was engaged to make four surveys a year, being paid 150 guineas a year. mr. Henahall had already succeeded Brindley as engineer on the Trent and Plersey Navigation (ref. Derby mercury 30.10.1772.) which probably influenced the Chesterfield Canal Company in its appointment on 25.11.1772. When the canal was completed, he was asked to devote 10 days a year to navigation.

Varley

John Varley, whose character had already been questioned, was the subject of numerous investigations during the building of the canal. After being caught embezzling money he was, in August 1773, asked to explain the wastage of bricks. He was also accused of having let the contract to wall the Norwood tunnel to his brother at an extravagant price. Varley was brought before the committee on this occasion and asked to provide a fidelity bond of f500 and to sack his two brothers and father who were working on the tunnel. Rr. Varley would seem to have been well treated by the company, who erected a house for him at the east end of the tunnel for the use of himself and his family whilst he was enployed there. There must, however, have been serious question marks against his name from an early atage, for at the same time as granting him a house, he was also made responsible for the mistakes and neglect of the workmen if he could not point out the offender (ref: Company Rinutes 10.6.1775). His father and brothers recur as thorns in the sides of the company before being given their marching orders. For instance, 31 yards of brickwork in Norwood Tunnel had to be taken down by Thomas Varley because it was out of line, and Francis Varley and Sarwel Knock, who had set out the work, were ordered to pay, along with Thomas, for the rebuilding, costing E1.16s.Od. per yard (company Minutes 3.8.1773). It would appear that the Varleys led a charmed existence for in flay 1774 Francis Varley senior, Thomas Varley and Francis Varley junior were again ordered to be dismissed immediately and John Varley was to enter a further bond of E500 for various sums of money improperly disposed of. One of the contributive factors may have been the non-completion of tunnel work by Thomas Varley, amongst others. (company minutes 24.1.1774.). flaterials and Cost

Reference has already been made to the cost of lining the Norwood tunnel with bricks as being E1.16s.Od. a yard. The bricks used on the locks and in the tunnel were to be 9" x 4" x 28" (Refs: Derby Mercury 26.11.1773, Company Ilinutes 17.11.1773).

A nr. Handbury offered to do the brickwork between the 10 ft. wheel and the Breast Wheel on Little Moor, which involved 220 yards of tunnel, for E2.13s.Od. a yard. Fortunatus Lawrence was contracted to get and load sufficient Psnnyholme stone for making 4 locks at 33d. per cu. ft. for the working and setting. He was to be paid Id. per cu. ft. for obtaining the stone. (Company minutes 2.3.1774.). Bricks, lime and stone were to be taken from Brancliff Ground to Cloworth town end. (company minutes 21.8.1775.). For cutting the canal from Dam Bottom to Shepherds Aqueduct, Jonathan 300 was to be paid 2s.44. a yard, whilst Ralph Shepherd was to be paid 2s.6d. for cutting the canal from the aqueduct to the forest and 3 guineas for making a valley in the field adjoining the forest. (company llinutes 6.4.1774.). Timber from Welbeck, 7s. per ton. Lime burning at Higgin Field lime kiln cost ls.4d. a chaldron. 1,000,000 bricks were to be made by Edward Lewis and John Day at 13s. per 1,000. (company flinutss 13.7.1774.).

It was decided that the coal dug in the process of cutting the canal was only fit for burning lime.

Bridges

The dimensions of the bridges were to be:-

Under main roads - over 21' wide over 5'3" high (from crown of arch) Under bye roads - over 15' wide

Other bridges, for pedestrian movement, were to be over 12' wide and 4'9" high, from croun of arch.

Those that had already been built were to be altered.

A mole catcher was to be employed at 2s. 6d. a mile. (3.8.1771.).

In January 1775 the company boats were gauged and numbered and in February of that year boats 1 - 5 were let to Mr. Peacock and mr. Grant at 10s. per boat per week. It does not appear to have been a very successful partner- ship for in flay 1775 the company took back the boats until someone could be appointed who would look after them properly.

Administrative Sections

The canal was to be divided into four districts for the purposes of administration.

(a) Chesterfield to west end of Norwood Tunnel. (b) Nomood Tunnel. (c) East end of Norwood Tunnel to Retford. (R. 1dle). (d) Retford to Stockwith.

(company minutes 3.8.1773. )

Brick Kilns

Reference is made to 15 brick kilns around the Norwood Tunnel. In August 1773 these were to be closed, all except 3 or 4, because sufficient bricks had already been produced for foreseeable needs. -Cuts Certain cuts were to be made from the canal. In April 1774 an estimation waa made of the cost of making a cut to the stone quarry in land owned by John Hewitt. A side cut was made from the canal at Doe Lee to the Turnpike Road (company Minutes 4.10.1775. ).

A further aide cut was to be made from Norwood end to the Holt in Killamarsh (company minutes 4.10.1775.). Reference to a side cut near Norbrigge Colliery (Company minutes 3.9.1778. ).

Accidents

In June 1773, E1.4s.Od. was paid to George Firth for giving treatment to Edward Bunting who later died from injuries received in the Norwood Tunnel. Norwood Tunnel

The tunnel was finally completed on 9th May, 1775. Three vessels sailed through the tunnel with 300 people on board, the journey taking 1 hour 1 minute. The tunnel was 2,850 yards long, 12' high and 9'3" wide. The maximum distance belou the surface of the hillside was 108 ft.

An auction was held at John Varleyls house, in July 1775, which is referred to as being at Pennyholme, Harthill, of machinery used on the Norwood Tunnel. This comprised:-

3 horse-gins - wheel diameter 14 ft., 11 ft. and 10 ft. with pulleys of 3 ft. 6 ins. and 2 ft. 8 ins. 3 water engine wheels 20 ft., 16 ft. and 17 ft. diameter. 9 turn barrels and stand trees. 20 yard pump trees. 1 wind engine. 2 pairs of smith's bellows. 4 horse water tubs. Rollers fixed in frames for slide rods, drum wheels and chains and slide and pump rod joints.

Payment of Labourers

Workmen were being paid at a rate of 2s. or 3s. a day, with 1s. a day being paid to the lodging house.

Restrictions on Naviqation Times

Boate were not to move on the canal between 9.00 p.m. and 4.00 a.m. in the summer and 5.00 p.m. and 7.00 a.m. in winter.

Damage to the Canal

Tenants of the Duke of Leeds were to pay for repairs to the Norwood Tunnel after they had damaged a 19 yard stretch whilst obtaining coal over the arch. (Company Minutes 3.9.1777. ) .

Inspection of Lacks

A house was to be built at the west end of Norwood Tunnel to be used by a person appointed to inspect the Norwood Locks. (Company Minutes 16.10.1777.).

Rail Road

A Rail road was to be made from Norbriggs Colliery to the side cut nearby using rammed rails 5" x 4" as sleepers at 2 ft. distance, and called the Newcastle Railroad. The development of the Newcastle Railways to Glasshouse Common led to increased trade. (H.A.s.T. Vol. 7.).

Reservoirs and Feeders

Mr. Dixon was to set out an intended feeder from Thorpe Wood to the summit section of the canal. (Company Minutes 24.3.1775.). A reservoir was to be made across the valley at the south corner of Norwood, near Woodall. A reservoir was to be made near Harthill. (Company Minutes 28.4.1796.). Repairs and Replacements

The railway contractor had diverted the water course at Dog Kennels ridge endangering the banks. The bridge at Shireoaks was to be widened by the company at the Duke of Leedsv expense. The bottom lock gates on Nos. 51, 63, 39 and 27 locks were to be renewed. Deviations to the canal were considered in 1847. BUS INESS 1777

-Tons Lead Coals Lime Corn Stone Iron Timber Sundries

This abstract details the kinds of cargoes carried by the barges along the Chesterfield Canal during its first year of full operation.

BUSINESS 1826 -Tons Lead Coal Lime Corn Stone Iron Timber Sundries

References Derby Rsrcury . Chesterfield Canal Company minutes. H.A.S.T. Hunter Archeological Society Transactions. 4. SEVEN DOCUmEMTS ILLUSTRATING THE HISTORY OF THE CHESTERFIELD CANAL, 1769 - 1845

I "A Cursory View of the Advantaqes of an Intended Canal" 1769

(a) This anonymous pamphlet is an appeal for subscribers for the planned canal to link Chesterfield with the Trent. The move came from the owners of lead and coal-mines near that town and they formed the Company which secured the Act of Parliament in 1771. The list of subscribers was headed by the Duke of Devonshire, the Duke of Newcastle, and Lord Scarsdale of Kedleston.

(b) The author is keen to point out the advantages to people lower down t' canal, to encourage a return trade. He envisages tiles from Retfoso, malt from Worksop, and lime from the area between Kiveton Park and Shireoaks passing inland.

(c) He makes play with the names of the Duke of Bridgewater, pioneer of canal building, and James Brindley, the Duke's engineer. In August 1769 Brindley had presented his plan and estimate of the cost to a meeting at Worksop.

I1 A Plan of the Intended Naviqable Canal from Chesterfield to Bawtry, surveyed 1769

This map has been modified by a subsequent owner. It originally showed, not Brindley's scheme, but the alternative one which would have taken the canal through Carlton and Blyth to Bawtry, there to join the existing River Idle Navigation down to Stockwith.

The map showe some of the complications of planning a canal, eepecially in relation to the water supply. In the Act of Parliament, the company had to promise to pay for water diverted from Pebley Dike and St. Nicholas Spring to the prejudice of Peck Mill and Wood mill. Wood Rill in Lindrick Dale was a water-powered corn mill serving Anston and neighbouring farms. It drew its supply from Anston Brook and the proprietors, who intended to use Aneton Brook as a feeder for the canal, had to widen it. They even undertook to keep clear the watercourses feeding Anston Brook, from Laughton Common across what was then Dinnington Common (Eelmires and Cramfit ~ikes)and to repair flonk's Bridge and PlarrBecks Bridge in Dinnington.

I11 A Plan of the navioable canal now makinq from Chesterfield, in the County of Derby, to the River Trent, surveyed in 1770

From "The Gentleman's Magazine", flay 1772.

This map shows the full length of the Canal as it was built between 1771 and 1777. It cost E160,OOO in the end, 50% over Brindleyls estimate, but

he had not stayed long as Resident Engineer, dying in August 1772. His 8 successor, John Varley,. only lasted a year and the Canal was completed by Brindleyls cousin, Hugh Henshall.

One point about this map is that, like the preceding one, it underestimates the eventual length of the Norwood Tunnel, 2850 yards. The map also leaves out the large reservoirs that had to be built above Harthill and Woodhall to feed the canal.

The plan shows a number of bridges over the Canal. In the Act, bridges were proposed between Shireoaks and Norwood at "Long meadow in Anston" (presumably the bridge at ~urnerwood), "Old Spring Close" (pudding Dike) and "Dule-Hole Close" (Devil's ole) . The bridges now called Thorpe Bridge and Dog Kennel Bridge carried existing public roads.

IV Extracts from the "Derby Mercury" 1776 - 77

(a) These extracts record the partial opening of the canal in August 1776, the formal opening at Chesterfield in June 1777 and an early advertise- ment for the carriage of goods on the canal.

(b) The praise of the navvies' conduct reflects unfortunate experiences elsewhere, perhaps where they were less well looked after than the: appear to have been on Brindley's projects.

(c) The extracts set the canal's building in a context of Enclosure Acts and war news from America.

V Abstract of Tonnaqe and Expenditure for 1789

These figures show that 12 years after the opening of the canal it was nct fulfilling expectations. The income was below estimation and a large proportion of it had to be used to pay interest on the debts the Company had incurred. After this and after paying off some of their debts, there was only money left to pay a 15 dividend on the original shares. It is not surprising that these shares were selling below par for several years. Later business improved and 6% became the average dividend, still something of a disappointment.

The reasons for the shortfall were probably: (1) An overestimate of the demand for Chesterfield coal. (2) Unfavourable conditions laid down in regard to the water supply, especially between Staveley and Norwood.

VI Ordnance Survey of , 1815 - 17

This shows the canal and its neighbourhood during its most active period. There were public wharfs at Dog Kennel Bridge, Peck Mill Lime Works, Pudding Dyke, mr. Gill's Lime Works, and Turner Wood Lime Works. This shows the predominance of lime as an export from the area.

In addition at this time the quarries in North Anston and by Dog Kennel Bridge were known for the production of large rolling or edge stones for crushing linseed and making gunpowder. These were shipped down to the Trent. Some weighed 6 - 8 tons.

The boats, which the Act said should be painted black with their names in white, were 70 feet long and 7 feet wide. They carried 20 - 22 tons and in 1794 cost E90 - El00 new. The owners paid the bargemen by the ton carried,instead of a weekly wage. Apparently long waits at locks or at the Norwood Tunnel, when the bargemen would absent themselves in the , led to a high rate of theft.

VII Part of a "Plan and section of the proposed Manchester and Lincoln Union Railway and the Chesterfield and Gainsborouqh Canal" c. 1845

This map shows not only the planned railway which was to take the canal's trade away but some features along the canal which have been altered since. Particularly intereating are the buildings at Pennyholm above the tunnel entrance, the layout of the buildings at Dog Kennels and the line of Broad Bridge Dyke bringing water to the summit level from the reservoirs above Uoodall. DOCUflENT 1 "A CURSORY VIEW OF THE ADVANTAGES OF AN iNTENOED CANAL", 1769 - -. -~ ~ - _, . * v a*,.' ..:a -" --- .,., -. - '. u ....,-. .-." . , .- ..nTk .re...... i.. . -. ------. .,< y.....- . - .7. ... .r . -

..*--- ... . . -v .L--.L-&a&% - -..-.-&.2-=*~ ,.. "- , - - . OLLC UT PBAenJng 'lN3U1 H3AIU 3Hl 01 A8H30 10 .7- .7- . ...- . . .a . , . ,. -. AlNfl03 3Hl NI 013IJU31S3H3 WOU1 3NINVW -- < . . I , ,. IlON lVNV3 318V3IAVN 3Hl 10 NVld V 111 lN3Wfl300

---. -. I , * \ .. .

- -,- ' - &QND.U~~wr*asi)f~a:';a. b the Courfc of the Irft fcfions hi, Uaje+ , .rent Tiola to the Hou re of Peer&, a& the bill% id~dingthofe fiPd by comma on^ NOTICE is h " Moaned to 253, which is the gmatefi Numbr HAT the COMMi$ . Pprrcd in aky one Seifionr for may Years pi?. &d Pcrc ' immediate1 after the Dulh of ;:& .x)oqj&'of ~orr~uar;ubd, -ivd his of Abhnce ; but 'b*t g~H.11t Ft pv- a pa a-~clm~o*&,the Ttcr's Percy nturn to America with a %mn=n of great Importance* and will em- hrk far that Purpofe on board a Frigate which k :chi1 for New-Yak the middkof mxc Monjh. 4 con(i&abk Quantity of Ordna- Stores .*b &ippb in * few Days for Miaorca and GW?t.r* in of any Attack upon thofe G8rrifons. - PROP' this Morning fome Cck and wounded Soldiers For PRINTJXC . from Ncw-York, were landed out of the Gar. &proin Wdtgn* is arrived in the Rim. , , The Printer which took thgBdPy, Cullp, ad thestart, bar bun time Ren gpitii hoDun. kirk 8 and i! is well known, that he was fitted out tbcre for the Purpoi' of privateering, and ia bcfi failingVcffe1 of the three that war'lately purchafed at Dover. Letters frore South-Carolina mention, that - by an A& of tbe AlIimbIy there an .of ab- jumtion to th=Suprtrp*cp. of Enghnd w* a=d, b rbicb all who nfoftd to tab hid htgf ere abliFd to quit thProvince in 60 bal6. with their Fami.= and Eti&s, not to return under of Death ; in Confequerrcc of * late Lieu:. Goternor, fomc of the Clergy, myMerchants, and orhn8, together with all aha CUB-Houfe Officers, wmpreyrrin ta . lun that Prorime ; one Vefftl, on boar8 of rbii *m kreral Fugi:ivcs, was taken, md - broagbt into Bamuda, b one of hir MajcRg'r Erdun.-Oa. b-. PJ 8 Nw-~w~,&d J+ 2, drt- b Q/iWL Cepty&.Ir. u Qur pppm-- fot)-d Smfr osFTroo a brvc had in their Expedition mDan- --bury in 8onneAicui; but (bey arc printed un- der erle Dirdtion of !be General, and therdfore tBeTruth is kept a: much as poffible from us. But this we are certain that a gmat Number of the Soldiers and fame of the officers who ntnt from this City are not returrrcd, they therefore are either killed, deferted, or taken Priboers, and the Soldiers arc forbid Ih iog W. B. The above is in godXcpair. pap 3 rht fbhjcOa priacipa any thing; but rhue Teens a ~lmraindin cwry Countenance. Seven1 Waggon Loads of Wounded ire brought in. By what Ican learn, tbc General begins to believe, that all the Force Errgland can fend will never be able to iubduc the Americans ; we have plenty of Provifions ' futrh arrived from Corke; but we are forced to lire entirely on Salt P~.ovifions,which bas thrown pat Part of our Army into the gurvy. 1 find tbis priratdy by a Sdor, whom 1 hare bccn a Friend to; for no Letters ate fu&d to. go from beme till they have been infpeaed, btcaufe no lhould be to but approved of by the General."-L. d. PQP.

CURRENT PRICES of STOCKS. ~~k stock, I 3-4tb a 5-8ths: 1ndiadino;-. South- fia,dltto, 93 '-id{.N- ~nnultae,( ,, j-pha a l-%thr. Thrm per sent. Bmk Annuities red. 7% 1-b4lf a Djno WY. *-half. 3-4ths. Four per Cent. 8;;:: rflr, & I-Btgs a 3.Sths india Bonds, 11, a nr. pram, tfcrrry TIr&- ,,I. 87s. 6d. Scrlp 97 a 96 7-Xth1. Om- mum 1-8ths s j-4tho premium. -- F D E R B Y : Printed and Sold by f 0 H N D REW R Y, in the MARK@T-PLACII; ofwhom may be 'lad gre, Sdd dCo by Mcilh. Rm, Trirnff, Roano, apd Almond, LLookhllerd,ln Dab; Mn. Cote, PYirl wwtb; Mr. Calow, CbzprjWd; Mr. WrlJon R~rk 4pkm,; M,. Maden, uwu,t( Mr. Sdt. WMjhrrbj Mr. .fir&, WmM U I. St~nltorb./.mulI-Py9; Mifa AIILp% -1Yr: Da.4My-44 A& of Mr. Jor w Woon. Roper and Fmcint.Net Maker In M8*$8Yi Mr. W. Baa, Shopkeeper, fa 8- i 1. Horky, war &c BWL- , Pbcut fmrU enn 81 18. Qd. ush Timr ol l~lrniclll,tad lupr ia Yrop0ttjp0,ckttm I0 k roar PoR-paid,

CLAXENC:E RAI1,WAY. lbl 150 CHESTERFIELD CANAL IJp to the year 1788, the whole of the works had cmt about whole mum wm raid; and in cane the above sum was insufficient, A'] !,Y,IW,and the following in a atateoicnt of the inwnic: rind they might raise! among themselves, or hy the adnlislion of new c*xpcnditure of that year :- subscribers, or by mortgage of the ratm iuld duties, the additional run1 of &50,000. The work to be managed by a committee, INCOME .4NI) EXI'ENDITCRE. E. 8. d. under tI1~.control of the assembly. The act, which is very The (3rw lncorne in that Year, wnn...... 8.320 0 tl Expenditure, which included Inwreut to thr Amount olf2.870. ex. long, wnhmany claullee hr the protection of private property; cluarve of ...... 58540 ' ' particularly such as belong to the Dukes of Norfolk and Leeds, and Nett locome ...... 2,780 (r 3 Lord Byma Imrnediatel) on the passing of the act, the worke Upon wh~cna 1)lvidend of One per Cent. only was pad, arr~ountlngto f90U were commenced, under the direction of Mr. Brindley, and eo wn- A toic~bleidea of the traffii. upontthis canal, at that period: hued until hie death, in September, 1774, when they were wn- (forty years ago) may be formed, from the following return of ducted and finished by Mr. Henshall, his brother-in-law, in 1776. tonnage made by the proprietors, in 1789. From the Trent to Retford, the canal is constructed for vecrmels of fifty to sixty tom burthen; the remaining portion in hr mch ae RmUm OF TONXAGE. Tom. carry about twenty tons only. coal...... 42,379 Lead ...... 3.862 Lime...... 3,8.5 5 RATES OF TONSAGE AND WHARFAGE. Con1 ...... 4.366 Stone ...... 7,580 a. lron ...... 1.554 ...... l'lrnber ...... 8,444 Lhc 1 per Ton, per Mile. Sundrie, ...... 7,180, Coal. Lead, Tirnter, Stwe, and all 0thOoodq Wares and) atto. ditto. khandize ...... POU~ 74,312I soap. ~shes,wt, Saltscrow. wt, and arty salt, soot, Bone-dust, hgeona' Dung. Rape or Cole Seed Dust, to bc - uacd fa the manuring of Lan& of any Persona whose E. u. d. hds&all be cut through by this Canal, such Land8 Upon which the Dutier and Whdage amounted to ...... 9,303 9 6 bung in any Township through which it pease% aod Rags or Tannw' Bark...... Sixteen years after this period the proprietors divided six per EXEMFTlOH PROM TOLL cent. and the undertaking has been gradually improving. Hay. and Corn in the Straw, not mld, but to be laid up in the Outhouses of the The chief objects of this canal are the export of coal, lime, Owner; Small Rubbish or Waste Stoaes, Oravel and Sand far the rrpeir of Rosds, and lead from Derbyshire, and, of the produce of the iron (not being Turnpike) In my Tonoship through which Lhe Canal psaaca. md ,. which ahall not be carried more than Five Mile fiunaces in the neighbourhood of Chesterfield; and corn, deab, Dung. Soil. Marl. Aha dCoal and Turf, fm th Impmvammt of lan& lying in any -a Townahip through wbich the Cad mll paas. and belonging to Persons wbee ., timber, groceries, &c on the other hand, are conveyed into the Lande may be taken fm the Cannl, pmvided tbm aapted Artich do not par county of Derby. a Lock.. cxceut- when the Wata is running omthe Gauge or Nick oftbe U any Iron lronaone. Cocrls, Lime for the lmlmpmvemnt of Lank or 0th rrhadrcr. -in on the Wherfa longer than Twenty-folour Hours, then mch I ational Rate to be pald M may be S~TX~upon. Flftg Fet of Round, a Folzy Feet of Sgum M,hah, or Elm Tlmber,ar MyFet d Fir, or DaL. BaLL, Poplar, and other Tunber Wood, chall bc deemed One Ton. CLARENCE RAILWAY A Tun d Cal a Lrnwtme to be Twmty-two Hundred Weight of One Hundred nod Twelve Pam& e~ch 9 1V. Cap. 01, ROYal &D?Ut 23rd my, 1828. Vatbunder Twenty Tom not to pam Lxkn withoot leave adem they pay fm that 10 Gew~cIF'. Csp. 108, Royai hnt 1st June. 1828. Weight. f3 -* THEline of railway contemplated by the ad of 9th George IV. RAm. + commeimd at the River Teeg near Havertora Hill, about four fi be -id by any Lurd OJ the Manor er LkDm Q? Ldd wh~may mecl Wharf#. a. ~nileanorth-eab-t of Stockton, and proceeded in a weekrly direction, Forevay dsrlptlon ofG~a~~ha~dLacfm~pricdla~SuDOyl8 ps%. ABSTRACT OF TONNAGE AND EXPENDITURE FOR 1789 II

1 DOCUMENT VII PART OF "PLAN AND SECTION OF THZ PROPOSED NANCHESTER AND LINCOLN UNION RAILWAY AND THE CHESTERFIELD AND GAINSBOROUGH CANAL", c.1845 5. THE LIME KILNS ALONG THE CHESTERFIELD CANAL

"Iwill concentrate on that stretch of the canal between Wales and Shireoaka. Between the two villages the canal crosses the flagnesian limestone ridge. Hence the convenience of the local stone and coal led to some small ecale limeburning. The resultant lime was greatly inferior, in the eyes of a nineteenth century farmer, to that brought from Derbyshire, since the Yorkshire lime contained a high level of Magnesium and thus remained in a caustic state far longer than the farmor considered desirable. The only aaving grace for the Yorkshire product was its low price, and it was this which tempted many users in and Lincolnshire to purchase lime from Thorpe Salvin or South, Anston, rather than from flatlock or Bakewell.

There seems to have been kilns on the canal at Thorpe Salvin from the early nineteenth or late eighteenth century. They were a small-scale affair run by Joseph Holmes to supplement his income as a Publican at the local inn. In the early 1830's he seems to have decided upon an expansion of his business and went into partnership with William Holmes (possi>ly his aon). This partnership led to the construction of new kilns on the other side of the canal (South Anston side) upon a grander scale.

Unfortunately, Joseph and William chose a poor time to expand their lime business. A rapid downturn in lime sales, reflecting the poor state of agriculture, led to the Holmesl partnership disappearing from the scene. The area then eeems devoid of any activity in limeburning until the 1870's when building activity led to lime again reaching a reasonable market price.

This time the lime was used as mortar, not as a soil conditioner. In the 1880's two firms were producing lime along the north banks of the canal: Thomas Chambers and a partnership called 6ill and Noble. Both these firms disappeared with the sudden slump in the building trade during the 1890's and this really marked the end of lime production on the Yorkshire section".

fl. HUTT, UNIVERSITY OF LEEDS. LIRE KILNS

The open top or chimney would have been filled with alternate layers of lime- stone and wood or coal. The kiln was fired and left to burn. At intervals the burnt lime would be raked out from the flues at the bottom. The larger lumps woulo be hand picked for use in building and the smaller dustier lime would be used on farm land.

The job was considered quite dangerous, especially if there was any need to approach the treacherous surface on the top of the kiln during burning. 6. A DESCRIPTIVE WALK ALONG THE CHESTERFIELD CANAL FROM KIVETON PAHK TO SHIHEOAKS

The Kiveton Park end or the Norwood Tunnel can be reached via the public foot- path from the Kiveton Park-Harthill Road (Hard Lane) at a point approximately 600 yards south of Kiveton Park crossroads. The footpath which is on the opposite side of the road from Kiveton Park Colliery, runs eastwards approximately aiong the line of the Norwood Tunnel. To the north, across the marshland, lies the Sheffield-Worksop railway line. The marshland is bisected by Broad Bridge Dike which supplies the summit level with water from Harthill Reservoir/~eble~ Pond.

After approximately 600 yards, the path curves to the left above the eastern portal of the Norwood Tunnel. The tunnel, which was opened on 9th flay, 1775, is understood to be 12' high, 8t10" wide and 2,850 yards long. The entrance to it was bricked up following the closure of the tunnel, as a result of subsidence, in 1908. Within the vicinity of the tunnel entrance can be seen the remains of a number of buildings used by the tunnel keeper etc.

The public footpath follows a route on the northern side of the canal through an arable field. It is much more interesting, however, to climb down into the canal cutting and walk along the towing path on the south bank of the canal (not a public right of way). The footpath is overgrown and uneven, and children will need close supervision.

For the first few hundred yards the canal is relatively deep (3l6") and clear. Upon entering the industrial area around Kiveton Park Station the canal becomes overgrown with reeds and the water flows through the silted canal in a clear narrow channel no more than 4l wide. Approximately 600 yards from the tunnel entrance Broad Bridge Dike enters the canal on the northern side.

Within another 250 yards is the limestone Dog Kennels' Bridge which was built in 1842 (note the keystones on either side of the bridge). The dssign of this bridge was governed by the need to transfer the towing path to the northern bank of the canal in accordance with the wishes of the local landowner. -Note: The surface of the towing path over this stretch is subject to water- logging. For 300 yards after Dog Kennel Bridge the canal is dominated by the works of the Kiveton Park Steel and Wire Works.

The stone wall on the boundary of the Companyts steel stockyard is all that remains of the maltkilns, apart from the derelict Maltkiln cottage. Note also the Malthouse cottages on the south bank of the canal.

Again on the south bank of the canal, approximately 500 yards further on, are the remains of a wharf and disused lime kilns in Peck Mill Bottoms.

Peck mill Bottoms Stop Gate

The further eastwards one goes the closer together the canal and the railway become. The close relationship between the two, physically and economically, i8 characterised by the remains of a stone walled railway wharf next to the towing path. Note the mooring rings.

The railway is at its closest to the canal at the red bricked Thorpe Bridge (1842) which carried Thorpe Bridle Road over the canal. The canal then curves to the right and left. Approximately 100 yards further on there is a good view northwards through Thorpe Low Wood of the disused Anston Quarry.

Note the disused lime kilns.

To the south are the extensive Forestry Commission woodlands known as Hawks' Wood.

Dule Hole Stop Gate

Devils Hole Bridqe

On the south bank of the canal can be seen stone or concrete boundary posts with the initials 'G.C.' marked on them (Great Central Railway company).

Approximately 300 yards from Devils Hole Bridqe can be seen a rulestone on the south bank. The number '16' represents the distance in miles from Chesterfield.

To the north of the canal is the old Harry Crofts mine which is now used by a refractory products manufacturer.

300 yards further on can be seen an old limestone quarry on the south side. The quarry and associated lime kilns can be reached by crossing Pudding Dike Bridge (1804).

Pudding Dike weir on the north bank is used to regulate the level of water in the summit level and lock flight.

To the left is a disused brickfield.

On the right hand side opposite the house is the silted remains of a .

Soon after the house is a post bearing the letters 'C.C. ' (Cheaterf ield Canal company). Lock Fliciht

Top Treble locks are the first of a series of 23 locks on the Thorpe/~urnerwood lock flight by which the canal descends 92'6" in 1 rule 13 chains.

Thorpe Locks Bridge (1835) which is located at the tail of this 3 rise staircase carried the public footpath between Lindrick Dale and Thorpe Salvin. Just by the bridge can be identified the remains of the old canal stables whilst on the opposite bank of the canal can be discerned the remains of the lock keeper's cottage and garden.

Lock No. 23 Lock No. 24 Limestone Lock Low Treble Lock Milestone Lock Brickyard Double Lock. The arable land on the other side of the canal is where Cooper's Brickyard used to be. Browns Lock Turnerwood Double Lock Turnerwood Bridge Midway within the lock flight is the very attractive settlement of Turnerwood which has devaloped around a short pond between locks. Note the remains of a wharf on the opposite bank which was used for loading stone from Turnerwood Quarry.

Quarrylock Lock No. 36 Lock No. 37

Feeder Lock. At this point the Brancliffe Feeder, which is fed from Anston arook, , and which flows via Brancliffe Grange to the north, enters the lock flight.

Stone Lock One Slide Lock Turnerwood Lock The small settlement of Cinderhill Dukes Bridge The Ryton Aqueduct forms the boundary between South Yorkshire and Nottinghamshire.

-Note:

Upon the formal closure of this length of canal, under the British Transport Commission Act, 1962, all locks were made 'safe' by lowering the chamber walls and depositing brick and stone removed from the walls into the chamber.

Thorpe Low Wood

Thorpe Bridge Hawks Wood

Top Treble Lock Milestone Lock

Turner wood

STUDIES IN LOCAL HISTORY

NO. 1. THE CHESTERFIELD CANAL

, nr. P. Hawkridge. Cliftonl Comprehensive. School. .. .. flr. P. Livsey. Dinnington Comprehensive School. nr. I. G. Hawkridge. Planning Department, Metropolitan JI Borough of Rotherham.