DOCSLIB.ORG

VOLUME XXVII No. 7 MARCH 1983

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
VOLUME XXVII No. 7 MARCH 1983 VOLUME XXVII No. 7 MARCH 1983 THE RAILWAY & CANAL HISTORICAL SOCIETY Founded 1954 Incorporated 1967 PRESIDENT: H. W. Paar VICE-PRESIDENTS: Prof. T. C. Barker, Charles Hadfield, Geoffrey Holt, Charles E. Lee, P. G. Rattenbury, Jeoffry Spence CHAIRMAN (Managing Committee): Grahame Boyes HON. SECRETARY HON. TREASURER HON. EDITOR Mark P. Bertinat Peter R. Davis J. V. Gough 20 Neston Drive, 103 North Street, 12 Victoria Gardens Chester Hornchurch, 195 London Road CH2 2HR Essex Leicester RMII 1ST LE2 IZH MEMBERSHIP SECRETARY: R. J. Taylor, 64 Grove Avenue, Hanwell, London W7 3ES LOCAL GROUP SECRETARIES London R. H. G. Thomas, 174 Markfield, Courtwood Lane, Addington CR0 9HQ North Western — I. P. Moss (Ag.) 5 Oakdene Gdns., Marple, Stockport SK6 6PN North Eastern — S. Tyson, Westwood, 27 Carr Lane, Acomb, York YO2 5HT West Midlands — Miss M. Cooling, 9 Berberry Close, Birmingham B30 1TB East Midlands — F. W. Eele, 75 Brendon Road, Wollaton, Nottingham NG8 1HZ AREA CORRESPONDENT South Western — D. E. Bick, Pound House, Market Square, Newent, Glos. GL18 1PS JOURNAL OF THE RAILWAY & CANAL HISTORICAL SOCIETY VOLUME XXVII No. 7 MARCH 1983 CONTENTS TURNPIKES AND THEIR TRAFFIC: AN AGENDA FOR RESEARCH Eric Pawson . • • • • 178 HOLBECK STATION From Jeoffry Spence . 188 PENLLWYN TRAIVIROAD Gordon Rattenbury . 189 CANAL INCLINED PLANES: A CONTEMPORARY VIEW Richard Dean . 197 THE LOWER PART OF THE NOTTINGHAM CANAL & THE BEESTON CUT IN 1982 G. Y. Hemingway . 200 BOOK REVIEWS 202 CORRESPONDENCE .. 212 177 Turnpikes and Their Traffic: an Agenda for Research BY ERIC PAWSON 1. INTRODUCTION `I wish with all my heart that half the turnpike roads of the Kingdom were plough'd up ...' exclaimed John Byng in 1775, at about the same time as Arthur Young was making an uncomfortable journey through Lancashire, com- plaining amongst other things, of 'ruts, which I actually measured, four feet deep, and floating with mud' on the turnpike to Wigan. On such colourful material has the historical folklore of turnpikes grown. Long ago they assumed the mantle of minor villains of history, helped in this by the writings of Sidney and Beatrice Webb.1 They saw a pattern of heavily indebted trusts, so localized as not even to form a coherent network, and hence of little overall consequence. This wholly inaccurate picture tended to persist because the turnpike road system has not until recently received the systematic attention devoted either to the canals or to railways. Quite why this should be is debatable. Perhaps turnpikes have commanded less enthusiasm since they lack the technical sophis- tication and conspicuous industrial archaeology of their competitors. But it may also be because the turnpike network was largely established in the early stages of industrialization, before the generally recognised watershed of the Industrial Revolution in the 1780s. We now understand, however, the importance of the eighteenth century as the seedbed of the momentous economic and social change that occurred thereafter? And we know far more about the contribution of the turnpike road system in the early stages of industrialization. Indeed, this was what Byng was complaining about — not the poor state of the roads, or high levels of toll, but their effec- tiveness in having 'imported London manners and depopulated the country'. It is clear too that Young, although not misquoted, has been misrepresented all too often (he commended far more turnpike roads than he ever abused), where- as the Webbs' view is now discredited. Rather, it is apparent that the importance and impact of the turnpike system in its own context was considerable. Its context is primarily that of the pre-railway era, between the 1690s and the 1820s. It was then that the turnpike roads carried their greatest proportion of Britain's — or certainly England's — land-based internal trade. But they also continued to be significant carriers of traffic, complementing and feeding the railways, until all sections of highway were formally disturnpiked in various stages in the latter part of the nineteenth century. In the last ten years, two books focused at the national scale have examined the pre-railway turnpike system,3 along with a number of articles concerned with different regions. Post- railway turnpike fortunes have yet to receive a similar degree of scrutiny. This does not mean, however, that there are not still unresolved issues and grey areas to be explored in the earlier stages and heyday of turnpiking. This is particularly so at regional and local levels. The interplay between growing levels of internal trade and the road transport system, the varying effectiveness of turnpike trusts in dealing with the increasing demands placed upon them, their impact on the evolving economy and changing geography of Britain, the pattern of costs and benefits, are all historical problems about which we could usefully know more. In the later years, the effects of competition between road, canal, 178 Berwick - upon - Tweed iC Turnpike Rood Network, 1750 Newcastle V Wtntehoven Miles 0 50 York Leeds Hull Halifax #1. Monchester 4b, Doncaster L iverpool Rotherham Lincoln„ ., Chester .40 P# OIO DAYS — 1750 Stirewsburyar TWO • Lichfield Norwich Leicester _AO B rminghom Worcester „..."• \orthompton Leon mire ?Cambridge / Evesham Hereford Ipswich edbury OS s N DAY• — /6 • Gloucester.. Ho r w ich Chelmsford 77-17o7 \ / Oxford ▪O• N DO Gristo Both Devizes Reading • Chot horn Worminste?% Conterbury gwoter • • Dover • Tunbridge Wells ••• Portsmouth Chichester • •• right on Exe*er. 179 and railway, and the process of disturnpiking itself have received little attention. The purpose of this article is to identify some such themes, and the ways in which they might be explored further. 2. THE TURNPIKE ROAD NETWORK A knowledge of the turnpike road network in a particular area is the most useful base from which to' begin. It is appropriate to refer to a 'network' because it is now apparent that from scattered beginnings at the turn of the eighteenth century the turnpike trusts of Britain were sufficiently numerous by 1770 to form coherent networks in most regions. In fact, by 1750, there was a national network of turnpike routes in England, radiating from London and connecting with the major port and industrializing areas (v. diagram). Between these two dates the major turnpiking boom occurred, such that the length of turnpiked roads rose from 3,386 to 14,965 miles, intensifying the network considerably in central, southern, and northern England, spreading into the peripheral parts of that country, and across Wales and the more populated areas of Scotland. Between 1770 and 1836, when the last new trust was set up, the total mileage rose to 21,991. The route length of individual trusts varied considerably, around a rough mean of 25 to 30 miles.4 The unit of study for turnpike research is worth some consideration. The county is often not the best framework, as major routes and economic regions tended to have scant regard for county boundaries. Exceptions to this can be in Wales and Scotland, where in many instances one trust had responsibility for most of the routes turnpiked in a county. Elsewhere, a functional unit such as an indus- trializing region (e.g. the Potteries, the West Midlands, a coalfield) is usually more suitable. Sometimes, an area focused on a town makes most sense, as many turnpike routes radiated outwards from important urban centres. Trusts in the west of England in particular were often given sole individual responsibility for a series of routes radiating from a town. In other cases it can be rewarding to examine the evolution of turnpiking along a particular highway. Sometimes complementary trusts emerged of different routes between the same two points, either to overcome the costs of traffic switching from a turnpike to a free road, or to provide a less hazardous path in by-passing the hilly routes that most early turnpike trusts inherited. The sequence of turnpiking to Brighton on the Sussex coast is a good example. Once the unit of study has been chosen, its place in relation to the national turnpike network can be assessed by reference to the published maps.5 These are now available for England and Wales for selected dates up to 1770. There are no equivalent maps of Scotland, a task which awaits a future researcher! The reason why accurate network maps can be produced is because, unlike any other eighteenth century economic phenomenon (with the notable exception of canals), there is a complete and fairly specific central record of the turnpike system. This takes the form of printed public Acts of Parliament. Parliamentary consent was required to make a grant of toll levying powers on sections of the King's Highway, as such a grant altered the ancient common right of free passage. This central record is thus invaluable in a regional, county, or local study of turnpiking, as it can be used to ascertain the initial dates and routes of the relevant turnpike trusts. There are two published lists of turnpike Acts which can be used to facilitate the task by providing an initial list of the relevant legislation and its date.6 Reference can then be made to the pertinent Acts. Each new turnpike Act specifies the route of the highways for which that trust was to be responsible, together with a host of additional information, such as 180 lists of trustees, the maximum tolls to be charged and exemptions to be applied. However, the usual problems of historical research arise. The only complete set of Acts is that in the House of Lords Record Office (HLRO) at Westminster. County Record Offices (CROs) invariably do not have a full set of turnpike Acts pertinent to their areas. The routes derived from the Acts can be traced against modern Ordnance Survey maps, although many of the critical place-names are no longer in standard use.
Load more

Recommended publications
  • Bridgwater and Taunton Canal- Maunsel Lock to Creech St Michael
    Bridgwater and Taunton Canal- Maunsel Lock to Creech St Michael (and return) Easy to Moderate Trail Please be aware that the grading of this trail was set according to normal water levels and conditions. Weather and water level/conditions can change the nature of trail within a short space of time so please ensure you check both of these before heading out. Distance: 8 miles Approximate Time: 2-3 Hours The time has been estimated based on you travelling 3 – 5mph (a leisurely pace using a recreational type of boat). Type of Trail: Out and Back Waterways Travelled: Bridgewater and Taunton Canal Type of Water: Rural Canal Portages and Locks: 2 Nearest Town: Bridgewater/ Taunton Start and Finish: Maunsel Lock TA7 0DH O.S. Sheets: OS Map 182 Weston-Super-Mare OS Map Cutting in Bridgewater 193 Taunton and Lyme Regis Route Summary Licence Information: A licence is required to paddle Canoe along one of England’s best kept secrets. The on this waterway. See full details in useful information Bridgwater and Taunton Canal opened in 1827 and links below. the River Tone to the River Parrett. It is a well-kept secret Local Facilities: At the start and part way down the but a well-managed one! Local people, have set up a canal volunteer wardens scheme to look after their canal and their success can be shown in its beauty and peacefulness. This canal might be cut off from the rest of the system, but it has well-maintained towpaths and fascinating lock structures which make for idyllic walking and peaceful boating.
    [Show full text]
  • Geography, Institutions, and the Knowledge Economy
    This PDF is a selection from a published volume from the National Bureau of Economic Research Volume Title: Understanding Long-Run Economic Growth: Geography, Institutions, and the Knowledge Economy Volume Author/Editor: Dora L. Costa and Naomi R. Lamoreaux Volume Publisher: University of Chicago Press Volume ISBN: 0-226-11634-4 Volume URL: http://www.nber.org/books/cost10-1 Conference Date: November 7-8, 2008 Publication Date: August 2011 Chapter Title: Two Roads to the Transportation Revolution: Early Corporations in the United Kingdom and the United States Chapter Author: Dan Bogart, John Majewski Chapter URL: http://www.nber.org/chapters/c11999 Chapter pages in book: (p. 177 - 204) 6 Two Roads to the Transportation Revolution Early Corporations in the United Kingdom and the United States Dan Bogart and John Majewski 6.1 Introduction The complex relationship between geography and institutions was a key theme of Ken Sokloff’s work. In analyzing the development of the Ameri- cas, Sokoloff and Engerman famously argued that factor endowments like geography and population density profoundly infl uenced the evolution of important economic institutions. The cultivation of highly profi table staple crops—and a readily available pool of exploitable labor—created high levels of inequality in Latin America and the Caribbean. Powerful groups of infl u- ential insiders had little to gain (and often much to lose) from open incorpora- tion, public schooling, expanded suffrage, and other institutions associated with long- term development. In North America (especially in the U.S. North and Canada), environmental conditions prevented the cultivation of staple crops, which encouraged entrepreneurs to focus on raising long- term land values via settlement.
    [Show full text]
  • 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.
    [Show full text]
  • Download Somerset
    Somerset by G.W. Wade and J.H. Wade Somerset by G.W. Wade and J.H. Wade Produced by Dave Morgan, Beth Trapaga and the Online Distributed Proofreading Team. [Illustration: A MAP OF THE RAILWAYS OF SOMERSET] [Illustration: THE PINNACLES, CHEDDAR] SOMERSET By G.W. WADE, D.D. and J.H. WADE, M.A. _With Thirty-two Illustrations and Two Maps_ page 1 / 318 "Upon smooth Quantock's airy ridge we roved." London Methuen & Co 36 Essex St. Strand [Illustration: Hand drawn Routes of the Somerset & Dorset Railway] PREFACE The general scheme of this Guide is determined by that of the series of which it forms part. But a number of volumes by different writers are never likely to be quite uniform in character, even though planned on the same lines; and it seems desirable to explain shortly the aim we have had in view in writing our own little book. In our accounts of places of interest we have subordinated the historical to the descriptive element; and whilst we have related pretty fully in the Introduction the events of national importance which have taken place within the county, we have not devoted much space to family histories. We have made it our chief purpose to help our readers to see for themselves what is best worth seeing. If, in carrying out our design, we appear to have treated inadequately many interesting country seats, our excuse must be that such are naturally not very accessible to the ordinary tourist, whose needs we have sought to supply. And if churches and church architecture seem to receive undue attention, it may be page 2 / 318 pleaded that Somerset is particularly rich in ecclesiastical buildings, and affords excellent opportunities for the pursuit of a fascinating study.
    [Show full text]
  • The Newcomen Society
    The Newcomen Society for the history of engineering and technology Welcome! This Index to volumes 1 to 32 of Transactions of the Newcomen Society is freely available as a PDF file for you to print out, if you wish. If you have found this page through the search engines, and are looking for more information on a topic, please visit our online archive (http://www.newcomen.com/archive.htm). You can perform the same search there, browse through our research papers, and then download full copies if you wish. By scrolling down this document, you will get an idea of the subjects covered in Transactions (volumes dating from 1920 to 1960 only), and on which pages specific information is to be found. The most recent volumes can be ordered (in paperback form) from the Newcomen Society Office. If you would like to find out more about the Newcomen Society, please visit our main website: http://www.newcomen.com. The Index to Transactions (Please scroll down) GENERAL INDEX Advertising puffs of early patentees, VI, 78 TRANSACTIONS, VOLS. I-XXXII Aeolipyle. Notes on the aeolipyle and the Marquis of Worcester's engine, by C.F.D. Marshall, XXIII, 133-4; of Philo of 1920-1960 Byzantium, 2*; of Hero of Alexandria, 11; 45-58* XVI, 4-5*; XXX, 15, 20 An asterisk denotes an illustrated article Aerodynamical laboratory, founding of, XXVII, 3 Aborn and Jackson, wood screw factory of, XXII, 84 Aeronautics. Notes on Sir George Cayley as a pioneer of aeronautics, paper J.E. Acceleration, Leonardo's experiments with Hodgson, 111, 69-89*; early navigable falling bodies, XXVIII, 117; trials of the balloons, 73: Cayley's work on airships, 75- G.E.R.
    [Show full text]
  • Bridgwater and Taunton Canal Taunton and Bridgwater the Coot Can Be Distinguished by Its Distinctive White Distinctive Its by Distinguished Be Can Coot
    rural setting of much of the route of this canal. this of route the of much of setting rural walls. It then passes under the tunnel-like West Street Street West tunnel-like the under passes then It walls. is located here. This length is peaceful and typical of the of typical and peaceful is length This here. located is narrows and squeezes through a cutting with sheer stone sheer with cutting a through squeezes and narrows next to Fordgate Farm and a small car park for fisherman for park car small a and Farm Fordgate to next extended in 1931, and then, after Wembdon Road Bridge, Road Wembdon after then, and 1931, in extended to carry heavy traffic, gives access to Fordgate swing bridge swing Fordgate to access gives traffic, heavy carry to h aa assudrVcoi odBig,considerably Bridge, Road Victoria under passes canal The 3. Albert Street Cutting Street Albert 3. utot odBig sa ntrciesrcue rebuilt structure, unattractive an is Bridge Road Huntworth is known as widewater and here smaller craft could turn. could craft smaller here and widewater as known is shallow cutting, around the western side of Bridgwater. of side western the around cutting, shallow The wide section of canal north of the Huntworth Bridge Huntworth the of north canal of section wide The opt wnsaa rmtera n nesit a into enters and road the from away swings towpath There is a small car park adjacent to the Meads Bridge. Meads the to adjacent park car small a is There canal the behind, Lock the Leaving water.
    [Show full text]
  • Extra-Parochial and Other Places Aforesaid, Or Some Pf
    4740 extra-parochial and other places aforesaid, or some of the traffic passing, or which may pass on the pf them, as it may be necessary to cross, divert, said Chard Canal Navigation and works, and the alter, or stop up, for the purposes of the said branch said authorised railway, and the said proposed or extension railway and works. branch or extension railway and works, or any And notice is hereby further given, that a plan part thereof respectively; and to authorise the of the said branch or extension railway and works, said Bridgewater, and Taunton Canal and Stolford and also a duplicate of such plan, and a section and Railway and Harbour Company, out of their cor- duplicate thereof, together with books of reference porate or other funds, to take shares in, and sub- thereto, and also a published map, with the line oi scribe for or towards the maintaining, working, proposed branch or extension railway delineated and using the said canal and works connected thereon, will be deposited for public inspection therewith, and the making, maintaining, working, with the Clerk of the Peace for the county oJ and using the said authorised railway and pro- Somerset, at his office at Taunton, in the said posed branch or extension railway and works, or .county, on or before the thirtieth day of November, any part thereof, and to purchase, take on lease, 1846; and on or before the said thirtieth day of rent, or work the said canal and works connected November, 1846, a copy of so much of the plan therewith, and to purchase, take on lease, rent, and section as relates to each parish in or through work, and construct, the said authorised railway which the said work is intended to be made, toge- and proposed .branch or extension railway and ther with a book of reference thereto, will be de- works, or any part of the same respectively, and posited with the parish clerk of each such parish, to take tolls and duties upon, or in respect of the at his place of abode.
    [Show full text]
  • Creech St Michael the Canal Today
    Tel:01823 355617 Tel:01823 Department, County Hall,Taunton.TA1 4DY. Hall,Taunton.TA1 County Department, Countryside Services Group, Economy,Transport & Environment & Economy,Transport Group, Services Countryside o oeifraino h ru laecnat - contact: please group the on information more For Somerset County Council County Somerset This leaflet was produced by the Countryside Services Group, Services Countryside the by produced was leaflet This areas of Hankridge and Bathpool. and Hankridge of areas Levels and Moors, to the built up built the to Moors, and Levels from the quiet areas of the Somerset the of areas quiet the from Tone, and across varying countryside, varying across and Tone, villages, hamlets, alongside the River the alongside hamlets, villages, lanes. The walks go through local through go walks The lanes. local footpaths and quiet country quiet and footpaths local yuigtecnltwah selected towpath, canal the using by Michael four short circular walks begin walks circular short four Michael From the car park here at Creech St Creech at here park car the From Car Park Car Circular Walks from the from Walks Circular Creech St Michael St Creech Circular Walks Circular Canal & CANAL TAUNTON AND BRIDGWATER Bridgwater Taunton Bridgwater FACILITIES ALONG THE THE ALONG FACILITIES Creech St Michael The Canal Today The name of the village is derived from the British Nowadays the canal is used as an important word ‘cruc’ meaning ‘a hill’ and ‘cructan’ meaning The canal was used mainly for the transportation recreational resource. Informal activities like ‘the hill on the River Tone’. However, it was not of coal, timber and limestone that was brought into fishing and cycling take place - Sustrans use the until after 1750 A.D.
    [Show full text]
  • CB Clke 97 * VILE, NIGEL. Pub Walks Along the Kennet & Avon Canal
    RCHS BIBILIOGRAPHY PROJECT BIBLIOGRAPHY OF PERIODICAL LITERATURE OF INLAND WATERWAY TRANSPORT HISTORY Updated 27.10.18. Please send additions/corrections/comments to Grahame Boyes, [email protected]. This bibliography is arranged by class, as defined in the following table. It can be searched by calling up the FIND function (Control + F) and then entering the class or a keyword/phrase. Note that, to aid searching, some entries have also been given a subsidiary classification at the end. CLASSIFICATION SCHEME CA GENERAL HISTORY AND DESCRIPTION OF INLAND WATERWAY TRANSPORT IN THE BRITISH ISLES CB INLAND WATERWAY TRANSPORT AT PARTICULAR PERIODS CB1 Antiquity and early use of inland navigation up to c.1600 (arranged by region of the British Isles) CB1z Boats CB2 c.1600–1750 The age of river improvement schemes CB3 c.1750–1850 The Canal Age CB4 c.1850–1947 The period of decline CB5 1948– Nationalisation and after; the rebirth of canals as leisure amenities CC INLAND WATERWAY TRANSPORT IN PARTICULAR REGIONS OF THE BRITISH ISLES CC1a England—Southern England CC1b England—South West region CC1c England—South East region CC1cl London CC1d England—West Midlands region CC1e England—East Midlands region CC1f England—East Anglia CC1fq England—East Anglia: guides CC1g England—Northern England CC1h England—North West region CC1i England—Yorkshire and North Humberside region CC1j England—North region CC2 Scotland CC3 Wales CC4 Ireland CC4L Ireland: individual canals and navigations CC4Lbal Ballinamore & Ballyconnel Canal and Shannon–Erne Waterway CC4Lban Lower and Upper Bann Navigations and Lough Neagh CC4Lbar Barrow Navigation CC4Lboy Boyne Navigation CC4Lcor Corrib Navigation, including the Eglinton Canal and Cong Canal CC4Ldub Dublin & Kingstown Ship Canal (proposed) CC4Lern Erne Navigation CC4Lgra Grand Canal, including the County of Kildare Canal CC4Llag Lagan Navigation CC4Llif R.
    [Show full text]
  • Bridgwater & Taunton Canal
    PAGE 1 PAGE COVER FRONT COVER BACK PAGE 2 PAGE Cyclists on the B&T near Fordgate. Fordgate. near B&T the on Cyclists Caroline Robson Caroline OS Explorer 140 Explorer OS (Quantock Hills & Bridgwater). & Hills (Quantock canalrivertrust.org.uk canalrivertrust.org.uk OS Explorer 128 Explorer OS Hills); Blackdown & (Taunton Charity No. 1146792 No. Charity 1146792 No. Charity Wells); & Bridgwater Find out more at more out Find OS Landranger 182 Landranger OS September 2018 September Mare, Super (Weston Boats at Bathpool. at Boats OS Landranger 193 Landranger OS Regis); Lyme & (Taunton Designed by Studio 55 Studio by Designed Useful maps maps Useful canalrivertrust.org.uk Litherland Susan by Edited enquiries.kennetavon@ E: E: Directions to canal on page 2 page on canal to Directions (Lines open 8am to 6pm, Mon to Fri) to Mon 6pm, to 8am open (Lines with news and events. and news with the canal. Now it is a private home. private a is it Now canal. the 0303 040 4040 040 0303 Sue LitherlandSue T: up-to-date keep and work our about to pump water from the River Tone into into Tone River the from water pump to waterways. Get the latest offers, learn learn offers, latest the Get waterways. and become a Friend today. Friend a become and contained a steam powered beam engine engine beam powered steam a contained stories of the people we meet along the the along meet we people the of stories canalrivertrust.org.uk/friend TA3 5PF. The engine house once once house engine The 5PF. TA3 Subscribe to our newsletter to read the the read to newsletter our to Subscribe our waterways forever.
    [Show full text]
  • 186 CHAPTER 6 the INCEPTION of the PARRETT NAVIGATION COMPANY 6.1 Developments Between 1830 and 1835 the Enclosing Act for West
    CHAPTER 6 THE INCEPTION OF THE PARRETT NAVIGATION COMPANY 6.1 Developments between 1830 and 1835 The enclosing Act for West Moor was passed in 1833, for a scheme which Michael Williams has described as 'probably the most advanced and comprehensive scheme of moorland reclamation ever attempted in the [Somerset] Levels.' 1 It comprised a 3½ mile long main drain across the centre of the moor, with a network of drainage rhynes leading into it; the main drain ended at an outfall clyse into the Isle close to its confluence with the Parrett. A catchwater drain was cut around the edge of the moor to intercept surface run-off water, which then made its way into the Isle and Parrett independently of the main drain; two supply drains ensured that the moor could be irrigated (Maps 6.1 and 6.2). The Enclosure Commissioner, Thomas Best, engaged Charles Chilcott as Surveyor for dividing, valuing and apportioning the moor, James Green as Engineer to the project, and William Summers as Surveyor of the Works. 2 During the run up to the passage of the enclosing Act two independent schemes were put forward in 1831 by promoters who had business interests linked to improving the Parrett navigation. One proposal was intended to overcome the obstacle caused by the sills of Langport Bridge, the other was to extend the navigation across West Moor by canalising the planned main drain. The first scheme was put forward in July 1831 by Henry Lovibond, a Langport coal merchant, who applied to the Corporation for permission to remove the pitching under the 'Bayed' arch, 'to enable the Boats the better to pass, there being (as stated) another bed of pitching under it.' 3 He submitted a statement of his proposals, with a 1 3&4 Will.
    [Show full text]
  • Ilminster Conservation Area Appraisal 2016
    Ilminster Conservation Area Appraisal 2016 ILMINSTER CONSERVATION AREA APPRAISAL SOUTH SOMERSET DISTRICT COUNCIL 2016 1 Ilminster Conservation Area Appraisal 2016 Approved by Area West Committee development plan policies and 7th December 2016 & 28th March 2017 development control decisions and will form the framework for effective management of change. The appraisal will Introduction help provide the District Council and the Conservation areas are areas of ‘special local community with a clear idea of what architectural or historic interest the features and details contribute to the character or appearance of which it is special character of the conservation area. desirable to preserve or enhance’. Section The more clearly the character or special 69 of the Planning (Listed Buildings and interest of a conservation area is defined, Conservation Areas) Act 1990 imposes a the easier it is to manage without duty on local authorities to identify damaging that interest. appropriate parts of their areas, to designate them as conservation areas and to keep them under review. Historic areas The appraisal document follows the are now extensively recognised for the recommendations in Historic England contribution they make to our cultural Advice Note 1 – Conservation Area inheritance, economic well-being and Designation, Appraisal and management quality of life. Public support for the dated February 2016 conservation and enhancement of areas of architectural and historic interest is well established. By suggesting continuity and Summary of special interest - the area’s stability, such areas provide points of key characteristics reference in a rapidly changing world: they Tight urban grain with well represent the familiar and cherished local contained streets dominated by scene.
    [Show full text]