Chichester Ship Canal Restoration Plan
Foreword by the President His Grace the Duke of Richmond and Gordon
As President of the Chichester Ship Canal Trust I am pleased to set out the foreword to the Chichester Ship Canal Restoration Plan.
In recent years tourism has made an important and growing economic contribution to the life of Chichester City. A restored Ship canal will make an important addition to this contribution.
Furthermore it will add a delightful country walk for residents of the city and to visitors. But, to achieve this restoration will require a considerable amount of money, as set out in the plan.
There is no doubt that newly restored Canal will add a much appreciated feature of the city. This will not be possible without the support of the County and District councils as well as the Chichester Ship canal trust, to whose volunteers we all owe a great sense of gratitude.
The Duke of Richmond and Gordon
Project Board members are extremely grateful for the encouraging input of the Trust’s President, the Duke of Richmond and Gordon, whose lifetime’s involvement in the strategies and management of Sussex charities and environmental organisations gave impetus to the formation of the Project Board.
Mike Coleman
Chairman of West Sussex County Council Project Board Chairman
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CONTENTS Page
1.0 Executive Summary 4
2.0 Project Background 6
3.0 Project Description and Scope 13
4.0 Project Stages 17
5.0 Finance 18
6.0 Marketing & Communications 24
7.0 Public Relations 25
APPENDICES
A. Terms of Reference
B. Partner and Stakeholder List
C. Construction Key Milestones.
D. Financial Projections
E. Communications Plan
F. Engineering Reports
G. Environmental Issues
H. Water resources.
I. Documents. Maps and Drawings
J. Risk Register.
Copies of this document and the Appendices are available to download from:
www.westsussex.gov.uk
Search for Chichester Ship Canal Restoration Plan Please note, this document is in a draft format and liable to change
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1.0 EXECUTIVE SUMMARY
The Chichester Ship Canal Restoration Project aims to restore through navigation from Chichester Canal Basin to Chichester Harbour.
Our vision is for a revitalised and regenerated waterway that opens up the potential for community access, healthy leisure and recreational opportunities and rich wildlife associated with its open water, banks and bordering hedgerows. To many, the Chichester Canal is viewed as a jewel in the crown in our County‟s heritage.
Canals have been described as Linear National Parks. The Chichester Canal is an important public asset for future generations to enjoy, once restored it will greatly contribute to the area‟s environmental attraction and social benefit.
Restoration will require re-engineering of the existing road crossings at Donnington (B2201) and Cutfield (Birdham Road A286), a new lock and weir at Cutfield and restoration of Salterns lock at the harbour entrance. There will be considerable additional works including dredging, the removal of the weir at Casher‟s Lock and the replacement of the farm/towpath bridge at Hunston.
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The restoration of the section from the Cutfield road crossing to Saltern‟s Lock remains, in partnership with the Chichester Canal Trust, the responsibility of Premier Marinas. At the same time, premier will be extensively improving the buildings, the landscaping and the parking facilities at the western end of the canal.
An initial cost estimate for the entire project based on preliminary designs is c£5m. Assuming funding were in place the scheme could realistically be delivered in stages within a 4-8 year time frame.
A Project Board comprising members and officers of the key stakeholder organisations is in place to deliver the project. The key stakeholders are West Sussex County Council, Chichester District Council, The Chichester Ship Canal Trust and Premier Marinas.
The Project Manager is now in position and is responsible for the day-to-day delivery of the project, reporting to the Project Board. The Board will maintain communications with all Project Stakeholders throughout the life of the project.
The Project will be financed by a mixture of public and private fund- raising. As each stage of restoration is completed it will be handed over for operation by The Chichester Ship Canal Trust.
The success of this Project will depend on fully utilising the valuable contributions made by all Members of the Chichester Ship Canal Trust, the Trading Arm, Volunteers and all helpers, who work tirelessly to raise finance and to carry out essential maintenance work along the canal.
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2.0 PROJECT BACKGROUND
2.1 Canal History
The Canal was designed and constructed by John Rennie who constructed the Kennet and Avon Canal as well as London Bridge. Following a new Act of Parliament in 1817, construction started on the Chichester Ship Canal, which opened five years later on the 9th April 1822. The canal formed part of the network that connected Portsmouth to London. When it was opened the Canal consisted of 2 Locks and 7 Bridges.
The principal trade was delivery of coal for the local gasworks. The Portsmouth – London route was not a commercial success and it was largely abandoned in the period 1868 – 1875. Chichester City Council took ownership of the Chichester Ship Canal in 1892 to ensure Chichester‟s connection to the sea remained. In 1906 the last commercial cargo of six tons of shingle was carried from Birdham to Chichester Basin.
Through navigation became impossible in 1925 when two main road bridges were replaced with culverts at Donnington and Birdham Roads. In 1928 Chichester City Council effectively abandoned the Canal.
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2.2 Route
The Canal is 4 miles (6.4 km) long. From Chichester the Canal runs from the Basin due south past the site of the former Padwick Bridge. A swing bridge, relocated from Hunston by the Sussex Industrial Archaeological Society, can now be seen at this site. The Canal then passes under the Chichester bypass and continues south for another 1.24 miles (2km) until it reaches Poyntz Bridge.
From Poyntz Bridge the canal changes to a westerly direction, proceeding for another 0.62 miles (1km) to Donnington. It is at this point that the canal is no longer navigable as it passes under the Selsey Road (B2201) through a culvert. The remains of a swing bridge originally located on this site can be seen to the west of the Selsey Road.
From the Donnington Road the canal proceeds for a further 0.75 miles (1.2km) to Birdham where the Canal passes under the A286 (Birdham Road) through another culvert. The remains of the swing bridge originally located on this site can be seen to the west of the culvert.
A further 0.31 miles (500m) west of the A286 is Casher‟s Lock. This is the second of the two original locks and is now used to control the water level in the canal, by means of a weir.
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A short distance further west within the marina is the Egremont swing bridge, which leads to the final feature of the canal, Salterns Lock. This is the seaward lock from Chichester Harbour with wooden lock gates at the seaward end and cast iron gates at the Canal end. However, the lock is now in need of considerable restoration.
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2.3 Ownership
2.3.1 Canal & Towpath
West Sussex County Council owns the full length of Chichester Canal including the Canal Basin and towpath. The extent of WSCC land ownership around the canal basin can be seen in the plan below (shown in blue). The area immediately surrounding the Canal Basin is currently under development.
The canal is leased out in two sections; from Chichester Canal Basin to the A286 it is leased to The Chichester Ship Canal Trust, the remaining section from the west of the A286 to Salterns Lock is leased to Premier Marinas.
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2.4 Technical Information
2.4.1 Geography
The Canal runs for most of its length through a flat, open landscape, characterised by intensively farmed agricultural land. The Canal passes through clay drift (brick earth) that contains deposits of gravel. The Chichester Ship Canal is lined with clay along its entire length.
2.4.2 Canal Dimensions
The Chichester Ship Canal was originally designed for commercial purposes to accommodate vessels weighing up to 100 tons. While it is not intended that vessels weighing 100 tons will be able to navigate the restored canal, the project will retain the original dimensions wherever possible. Vessels will be required to obey the 4mph speed limit on all sections of the canal at all times.
Dimensions:
Length 3.98 miles (6.4km.). Depth 8‟3” (2.5 m.). Width 55‟9” (17 m.).
8‟3” (2.5 m.) should be considered a maximum depth for the centre of the navigable channel. The size of vessels that the restored canal will accommodate will be governed by the width of Salterns Lock and the air draft below the A27 Bridge. A longitudinal section of the canal is contained in Appendix I.
2.4.3 Water
The Canal‟s water resources will comprise two pounds or stretches of level water „impounded‟ between two canal locks. The proposed upper pound runs from the Canal Basin to Cutfield Lock and the lower pound from Cutfield Lock to Salterns Lock.
1st or Upper Pound:- Canal Basin to Cutfield lock
Length of pound c. 2.6 miles (4.2 km)
2nd or Lower Pound:- Cutfield Lock to Salterns Lock
Length of pound c. 1.2 miles (1.9 km)
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2.4.4 Ecology
The Chichester Canal is designated as a Site of Nature Conservation Importance (SNCI): that is a local wildlife site with substantive nature conservation value.
Since its last commercial use in 1906 the Chichester Ship Canal has been relatively undisturbed. It has acquired a rich wildlife associated with its mosaic of open water, marginal vegetation, banks and bordering hedgerows.
Some sections of the canal, particularly between Donnington and Birdham Road, have well developed reed beds of Common Reed (Phragmites australis). This is a scarce type of habitat in the County and is particularly important for species of birds.
The Canal and adjoining watercourses have a well-established Water Vole (Arvicola terrestris) population, a rare mammal, along much of its extent. The animal and its habitat are protected by law. This species is dependent on diverse layered bank side vegetation and permeable earth banks with areas that are undisturbed. Water Shrew and a good number of Dragonfly species have also been recorded.
The Canal forms an important aquatic and terrestrial wildlife corridor. It links areas of semi natural habitat between Chichester Harbour and Chichester Gravel Pits. Species of bat feed and traverse the canal.
Management and restoration works need to be carefully planned to prevent unlawful operations, and to maintain and enhance the nature conservation value of the site.
A balance needs to be maintained between the extent of open water and submerged aquatic and marginal vegetation. The reed beds are of great importance and thus some areas of reed should be conserved, or additional areas created nearby to compensate for areas of loss.
A key objective of the restoration of the canal is to achieve a net environmental gain in respect of environmental issues.
See Appendix G: Environmental Issues
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2.5 Current Usage
Uses of the canal today are leisure oriented. The Canal Trust operates two trip boats, the Richmond and the Egremont, throughout much of the year including a number of seasonal trips at Christmas and Easter.
The towpath is very popular with walkers, dog walkers, fishermen and cyclists, providing a link with the cultural and historical centre of Chichester from the Manhood Peninsula. The towpath is a part of the Public Rights of Way (ProW) and the West Sussex National Cycle Network. Pedestrians may access the towpath at the basin via the South Bank, the road bridges and crossings and Chichester Marina. Cyclists may access the canal at Salterns Lock, the Birdham Road, the Donnington/Selsey Road, Hunston, the A27 Chichester Bypass and the canal basin.
The Canal is noted for its water quality and boasts a healthy and popular coarse fishery (under licence) comprising a wide range of species.
In addition the canal provides facilities to both canoeists and rowers.
When restored the Canal will accommodate vessels wishing to navigate to and from Chichester harbour along the full length of the Canal. This will present new opportunities to exploit the potential of the Canal.
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3.0 PROJECT DESCRIPTION AND SCOPE
3.1 Project Objectives
The primary objective of the project is to restore the Chichester Ship Canal to through navigation from Chichester Canal Basin to the Harbour.
The main barriers to through-navigation are the road crossings at Donnington (B2201) and Cutfield (A286). The project aims to replace the existing culverts at each road crossing with new navigable structures.
At Donnington a „moveable‟ double carriageway swing bridge is proposed. At Cutfield the existing two carriageway culverted road crossing will be replaced by a new two carriageway fixed road bridge and a new lock and weir constructed between 100m to 300m east of the road. The existing farm/towpath bridge at Hunston will be replaced perhaps by a lift bridge. Canal vessels will subsequently be able to navigate below the A286 and B2202 roads.
The project intends to improve the amenity value of the canal for the local community and for visitors by proposed changes to the road bridge at Cutfield which will make the towpath significantly safer for both pedestrians and cyclists. They will be able to pass under the road as opposed to the current crossing „above ground‟. The Canal Trust have already cleared and dredged the canal from the basin to Cutfield.
The project will be delivered in accordance with the planning and environmental requirements of West Sussex County Council, in this case the local Planning Authority in consultation with key stakeholders.
3.2 Project Benefits
Benefits of the Canal Restoration
Waterways are multifunctional by nature and they are a vital local resource. Not every community is lucky enough to have such potential, particularly in the South of England, where the Chichester Ship Canal is one of only a mere handful of such waterways.
Waterways provide many functions, including, culture, tourism, leisure, recreation and sporting activities amongst many others, some of which are outlined below.
3.3 Culture and Heritage
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Canals in particular are an important part of the cultural and built heritage in Great Britain. The protection, conservation and enhancement of the waterways heritage and their natural and built environment means that uniquely in our historical legacy, canals provide a live working heritage and the built and cultural value of the waterways are an important national asset.
The built environment of the waterways represents an unparalleled working heritage of industrial architecture, archaeology and engineering structures and is a valuable part of our historic national assets. In addition canals provide a natural mixture of heritage landscape, open space and ecological resource. It has been said “The character of the inland waterway extends beyond its immediate boundary”.
3.3.1 Conservation and Wild Life
Canals create and sustain important wild life corridors. They support biodiversity and form ecological havens. They encourage the creation of hedgerows, of vole habitats, of sanctuaries for water based wildlife such as ducks, swans, moorhens and other wildfowl while promoting nature conservation. They support the character, the features and the quality of aquatic biodiversity including water related habitats and protected species of both flora and fauna.
From a human point of view they are part of the green infrastructure helping with climate change, carbon reduction and environmental sustainability and encouraging sustainable communities with values of social inclusion and cohesion.
3.3.2 Health and Well Being
Canals support health and well being including physical and healthy outdoor activity and they have sometimes been referred to as “blue gyms”. They support recreational walking, jogging and cycling. They often provide beautiful visual amenities and are an accessible resource for urban areas usually increasing general satisfaction with the local area.
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3.3.3 Leisure
From a leisure point of view canals provide opportunities for water related activities such as angling rowing, canoeing, Dragon boat racing, pleasure trips and other water based sports and additionally use of the towpaths for activities such as walking, jogging and cycling.
3.3.4 Tourism
“Canals are important tourism visitor destinations and attractions in their own right, attracting day trippers, overnight stays, domestic and foreign visitors and weekend and short breaks as well as providing links to other visitor destinations such as waterside parks, pubs, galleries and museums”.
Chichester Ship Canal in particular would fulfil these criteria and would support the visitor economy and sustainable tourism locally. In an area where there are few canals, Chichester Ship Canal as a tourist attraction would be complementary to other local attractions such as the Cathedral, the Chichester Festival Theatre, Pallant House Gallery, the new Museum, the City walls, the Chichester Festival, Goodwood horse racing meetings, Festivals of Speed and Revival and so on.
Public and private charter cruises run by the Canal Trust are very popular with every age group particularly with families and the elderly and are usually well booked up.
Following its improvement by Premier marinas, the lower section of the canal by the marina should be a most attractive place to visit.
3.3.5 Educational
Waterways can also be used as an active water and educational resource. They can help to provide active open air learning activities. They can help bring the national curriculum alive at Key Stage 2 and act as an outdoor classroom facility. They also provide an opportunity for volunteering, an important facet in developing initiative and self reliance in the young.
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3.3.6 Further Benefits
Canals are a contributor to water supply, drainage and flood alleviation and management and they can often act as a catalyst for urban and rural regeneration by encouraging rural development and diversification.
There might for example be the possibility of waterborne commuter links from Hunston or other villages linking up with trains and buses near to the canal basin. In addition the possibility should not be overlooked of using funds generated by developers planning obligations to support the restoration of lengths of the canal as part of their Section (106) contribution.
3.3.7 Finally- The Positive Impact on Chichester itself
The City of Chichester used to have its own harbour and when that silted up the new canal linked it to the outside world. Once restored the Chichester Ship Canal would link the City of Chichester to the sea again and perhaps start to restore old links with other European ports.
There could be links to other seaports in the UK, links to the continent and beyond and the impact on Chichester of continental boats mooring in the canal and canal basin should not be underrated. It might perhaps even change Chichester‟s view of itself and open it once again to the outside world it once knew, to the South, to the East and to the West.
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4.0 Project Stages
The project will be broken down into a series of defined stages. A plan will be produced for each stage and will outline its scope, objective and describe the activities required to successfully complete each stage. Project Highlight Reports produced by the Project Manager will report on the progress of each stage.
The stages in the proposed sequence are outlined as follows:
Construction of a new lock and weir at Cutfield.
Restoration of Saltern‟s Lock
Repairs to Cashers Lock and removal of the weir.
New two carriageway swing bridge at Donnington at the B2201 Donnington/Selsey Road.
Replacement of the farm / towpath bridge at Hunston.
Construction of a two carriageway fixed Road Bridge on the A286 Birdham Road.
Dredging and ancillary ground work.
4.1 Project Management & Delivery
The project manager is responsible for the day-to-day management of the project and for reporting progress to the project board.
Progress will be gauged against the “Construction Key Milestones” programme, a copy of which is included in Appendix C.
A Project Risk Register is shown in Appendix J and will be updated on a regular basis.
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5.0 FINANCE
5.1 Project Costs
5.1.1 Capital budget
At this stage the figures for project costs are based on estimates resulting from preliminary work done by Halcrow in 2008. Building costs have remained mainly static during the intervening period, even falling. However it should be emphasised strongly that until the final outline of the project works is settled and fully costed by industry specialists they remain speculative and should not be relied on. Even then until figures are obtained as the result of going out to tender they will be indicative only. The detailed figures are shown in Appendix D in two different forms; firstly in Appendix D1 in geographical order going eastwards from Salterns Lock to the Canal Basin, secondly in Appendix D1 in a cash flow order relating to the proposed time when they will be built. The contingency has been spread evenly over the construction period.
Where volunteer work is carried out, as with other canal restorations, this will assist in the reduction of projected costs as the projected costs are on the basis of a construction company carrying out all the currently planned work.
At this stage the overall total to be raised is some £ 5m.
5.1.2 Cash flow projections
The figures for major projects have then been shown in Appendix D2 as a cash flow forecast broadly in the order and the year in which it is currently anticipated in the project plan that the works will be undertaken.
5.2 Funding
The Chichester Ship Canal Trust “the Trust” is a fully registered charity in all respects – Charity Number 1094873 - including charitable status for Tax and VAT, with the ability to recover income tax on charitable donations
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It is currently anticipated that the funding to deliver the project will come from the following sources amongst others
1. Private funding 2. Sponsors 3. Legacies. 4. Fund raising activities 5. Voluntary sector contributions, including work in kind. 6. Public funding, including Section 106 contributions, 7. Lottery and other grants.
All monies raised for the project either by the Project Board or the Trust will be paid into a joint bank account, which will be „ring fenced‟ and can only be applied to expenditure incurred on the objectives of the project. Funds can only be withdrawn from the account on the signature of two people, one from the Project Board and one from the Trust. Should funds be left over after the completion of the project they should be applied to the aims of the Trust.
The books, of what is essentially a joint venture should be kept by the Trust. Accounts should be presented to both parties on a monthly basis.
The bankers should be those of the Trust, legal support will be provided by West Sussex County Council. Auditors shall be chosen by agreement between the parties and failing agreement, by West Sussex County Council.
5.3 Ongoing Viability of the Canal after completion
One of the key elements of the project plan is to ensure that the canal will be financially viable after it has been opened and that it will not subsequently need to be dependent on outside financial help in order to remain in business. Fortunately, for some years the Canal Trust has had a fully owned trading subsidiary that in the last few years has made good profits. These profits are owned by the Trust and usually transferred once a year or as required.
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Trading Subsidiary
The profits of the trading subsidiary for the last three years have been:
Year ended 31st December
Turnover Profits % Transfers 2007 112,496 42,175 37.5 42,464 2008 119,708 40,337 33.7 40,015 2009 151,592 62,311 41.1 64,302
3 year average 127,932 48,274 38.2 48,927
It is interesting to note the upward trend in turnover, profits and particularly profit percentage.
The Trust
The equivalent figures for the Trust for the same period after the transfers shown above are:
Year ended 31st December
Turnover Profits/Surplus 2007 78,741 50,420 2008 76,314 48,821 2009 94,222 25,294*
3 year average 83,092 41,511 (56,511*)
The drop in the surplus in 2009 is due to the expenditure of an extra £45,000 on canal works, maintenance and equipment repairs. If this figure was added back, the surplus would increase to some £70,000 and the three year average to £56,511.
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Increase in Turnover and Profits
There are several points to make in this context.
1. While the canal in its current state is already a tourist attraction, there can be very little doubt that the fully restored canal (and indeed the canal in the course of restoration) will be a much greater tourist attraction than it is now. It would be not unreasonable to expect that the revenues from boat trips, sale of books, souvenirs etc will be higher than they are now and that the profits that result will also be higher.
2. To capitalise on this situation it may well be necessary to re- examine the way in which the shop and the café operate. Particularly as a new shop and café will shortly be built for the Trust as a result of developer 106 contributions.
3. Over and above this, there will be many new marketing opportunities such as rallies, incoming boat charges at very little increase in costs.
Increases in expenditure
Once the canal is opened, the main annual increases in expenditure, by comparison with its current expenditure, will probably be:
A Canal Manager c£12K
Electricity for pumping water in and out of locks. Experience from the Wey and Arun Canal is that the annual cost of electricity for each lock is about £1,000 per annum. Depending on the solution for Crosbie Bridge that would cost around £2-3K pa. If a moveable bridge option is decided on there will be associated annual maintenance costs.
Higher public liability insurance say £1.5K
Increased maintenance and dredging generally say £ 15K
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As far as these costs are concerned, there will almost certainly be more maintenance on banks, paths, dredging, lock gates and electrics because of the greater operational length involved. It must not be forgotten however that financial and maintenance responsibility for the lower stretch of the canal from the A286 up to and including Salterns Lock is the responsibility of Premier Marinas so that the increase in the length of the canal to be actively maintained by the Trust and its associated costs to ensure uninterrupted navigation will not be that large.
This results in an overall total of £ 31.5K
Summary of Projected Income and Expenses
Putting these figures together could give a result along the lines of £ Average of 3 year profit 56,511
Plus 10% increase in turnover and profit, say 6,000 62,511
Less increase in expenses above (31,500)
Projected net profit after restoration £31,011
While this projection is obviously speculative, it does go quite some way towards showing that the Canal Trust should be capable of coping with an increase in costs resulting from the reopening of the canal from the basin to the sea and thus that the project in the long term should be sustainable.
Capital costs.
As far as capital costs of the Trust are concerned, they will probably not be materially different from their current level though given the greater length of canal to be maintained, it might be sensible to acquire some of the larger machinery rather than hire it and thus lower the cost of its use. This would result in lower hire costs but an increase in depreciation. There will be the need to invest in an additional canal trip boat to provide cruises between the Birdham road and the Donnington/Selsey road.
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5.4 The Chichester Ship Canal Trust
As mentioned above The Chichester Ship Canal Trust “the Trust” is a fully registered charity – Charity Number 1094873 in all respects including Tax and VAT.
The Trust currently runs the canal from the basin as far as the A286 and controls all operations and activities on the canal and its properties.
The Chichester Ship Canal Restoration Board is an ad hoc organisation working on behalf of stakeholders whose sole purpose is to reopen the canal from Chichester basin to the sea. They will be responsible for the planning, undertaking and execution of this objective. Once any section of the canal or any structure is completed, it will be handed over to The Trust for them to operate from then onwards.
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6.0 MARKETING & COMMUNICATIONS
6.1 Objective
The Marketing and Communications strategy aligns with the primary project objective to restore navigation to the Chichester Ship Canal. The primary objectives of all marketing and communications activities will be to:
6.1.1 Build awareness of the project
6.1.2 Build broad support for, and engagement with, the project across defined stakeholders/audiences
6.1.3 Convert broad support into income generating financial and fundraising support for the project
6.1.4 Contribute, through the project, to the sustained success of the Chichester Ship Canal Trust
6.1.5 Provide communications support to anticipate, mitigate and plan against identified and unidentified project risks.
6.2 Marketing
6.2.1 Marketing in support of the restoration project. This will focus on sustained fundraising development through donations, bequests and sponsorship in cash or in kind.
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7.0 PUBLIC RELATIONS
Public relations will be critical to the success of this project. There are a number of key partners that need to be kept up to date with the status of all activities that could have an impact on them. Their support is also essential to the success of this project for the benefit of the local community.
Our key partners and stakeholders include:
All levels of local Government including, MPs, County, District City and Parish Councils The Environment Agency (EA), Natural England (NE) and the Inland Waterways Association (IWA). All Trust Members, supporters and volunteers Relevant Clubs and Associations using or having an interest in the Canal Chichester Harbour Conservancy Premier Marinas and Marina boat owners Chichester Yacht Club Houseboat owners and residents Riparian land owners Residents Associations Local residents Utility Companies
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