DOCSLIB.ORG

The Post - 1948 Development Of

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Post - 1948 Development Of THE POST - 1948 DEVELOPMENT OF, AND PROSPECTS FOR, INLAND WATERWAY TRANSPORT IN BRITAIN by MARK WALKER BALDWIN MA MSc MICE DIC A thesis submitted to the University of London for the Degree of Doctor of Philosophy in the Faculty of Engineering Department of Civil Engineering Imperial College of Science and Technology March 1978 ABSTRACT The post-1948 development of, and prospects for, inland water transport in Britain Mark Walker Baldwin Although the Transport Act of 1947 brought a considerable number of British waterways under unified control, this did not provide suitable conditions for the continued development of freight-carrying waterways. The short-comings of the Act, namely its inclusion of many obsolete waterways and simultaneous exclusion of many profitable ones, had repercussions which are still felt today. A survey of the transport use of British waterways shows this clearly; normal estimates of waterway traffics are one order of magnitude too low. Despite numerous recommendations, the framework in which transport planning and investment takes place does not treat all modes equally. Waterways are especially discriminated against both at national and local level. This is contrary both to the spirit and the letter of EEC legislation, yet there appear to be no moves to correct this. Experience both at home and in other European countries show that waterways are well suited to trunk-hauling bulk goods, and that long life of craft and structures, large vessel size and low fuel costs more than offset the low speeds involved. Waterways also have significant uses besides transport; these include water transfer, and recreation, neither of which need seriously jeopardize navigation. The reasons for the current restricted extent of waterways in this country are not technical nor topographical; if all transport modes were treated com- parably, greater use of waterways would almost certainly result. Given Britain's needs for freight transport and water supply, there is a strong case for a complete reappraisal of the generally held views on waterways. 3 CONTENTS page no List of Illustrations 6 List of Tables 9 List of Abbreviations 12 PREFACE 13 CHAPTER 1 Brief history of inland waterway 16 developments in United Kingdom to 1947 CHAPTER 2 British commercial waterway policy and 27 administration, 1948 to 1962 2.1 The 1947 Transport Act 27 2.2 The Docks and Inland Waterways Executive 31 2.3 The Rusholme Report (1954) 39 2.4 Commodities carried by waterway 42 2.4.1 Solid fuels 43 2.4.2 Bulk liquids 45 2.4.3 General merchandise 45 2.5 Independent waterways 46 2.6 The Bowes Report (1958) 50 2.7 The 1962 Transport Act 55 2.8 Conclusion 55 CHAPTER 3 British commercial waterway policy and 57 administration, 1963-1975 3.1 The British Waterways Board, 1963-1968 57 3.2 The Transport Act of 1968 and its effect on 63 the British Waterways Board 3.3 The independent waterways 66 3.4 Public interest in waterways 79 3.5 Conclusion 83 CHAPTER 4 The present status of the waterway industry 85 in Great Britain 4.1 Introduction 85 4.2 Definitions of inland waterway and inland water 85 transport 4.3 British commercial waterways - extent and ownership 86 4.4 British commercial waterways - present transport 91 role 4.5 Coastal shipping 96 4.6 Organisation of the inland waterway industry 102 4.6.1 Track control 102 4.6.2 Carriers 104 4 page no 4.7 Government and Civil Service attitudes 110 4.7.1 The Transport Supplementary Grant 110 4.7.2 The Sheffield g< South Yorkshire 114 Navigation improvement scheme 4.8 Parliamentary Committees 117 4.9 Conclusion 118 CHAPTER 5 The role of waterways in Europe 120 5.1 Introduction 120 5.2 The European waterway system 121 5.2.1 Belgium 123 5.2.2 France 125 5.2.3 Germany (West) 127 5.2.4 Netherlands 130 5.2.5 Italy 131 5.3 International co-operation in Europe 132 5.3.1 Current European waterway projects 134 5.3.1.1 Main-Danube Canal 134 5.3.1.2 Rhone-Rhine Canal 136 5.3.1.3 The Moselle 137 5.4 FEC transport policy and legislation 139 5.4.1 Abolition of discrimination by carriers 141 5.4.2 Establishment of free competition 142 5.4.3 Transport as a public service 142 5.4.4 Normalisation of accounts 143 5.4.5 Aid for transport 147 5.4.6 Statistics and accounting 148 5.5 Conclusion 150 CHAPTER 6 Topography, industry and transport in Great 152 Britain 6.1 Introduction 152 6.2 Basic topographical features 152 6.3 The influence of port distribution on the need 157 for inland freight transport 6.4 Coastal shipping as a distributor 163 6.5 Inland demand for bulk trunking 165 6.5.1 Coal, coke and other solid fuels 165 6.5.2 Petroleum and petroleum products 165 6.5.3 Steel-making materials and products 167 6.5.4 Import/export traffics 171 6.5.5 Offshore traffics and refuse 174 6.6 Transit use of waterways 175 6.7 Coastal craft and sea-going barges 175 6.8 Conclusion 176 5 page no CHAPTER 7 Costs of waterway construction and operation 178 7.1 Introduction 178 7.2 Land-take and severance 178 7.3 Construction costs 184 7.4 Operation and maintenance costs of waterways 187 7.5 Operation and maintenance costs of inland craft 193 7.6 Conclusion 202 CHAPTER 8 Non-transport benefits and costs of waterways 204 8.1 Introduction 204 8.2 Water supply 204 8.2.1 Examples of water supply from canals 207 8.3 Water transfer 209 8.3.1 Examples of canals as water transfer 210 routes 8.4 Drainage 213 8.5 Recreation 214 8.6 Personal accidents 219 8.7 Pollution 223 8.8 Environment and amenity 224 8.8.1 Noise and vibration 224 8.8.2 Visual amenity 225 8.9 Conclusion 226 CHAPIER 9 Summary and Conclusions 228 Bibliography 234 Notes and References 239 APPENDIX 1 British waterways carrying commercial traffic 266 in 1947 but not nationalised under the Trans- port Act 1947 APPENDIX 2 British waterways carrying commercial traffic 268 in 1974 but not controlled by the British Waterways Board APPENDIX 3 British waterways not controlled by the British 273 Waterways Board on which carrying has recently ceased APPENDIX 4 British waterways, commercial traffic (tonnes), 275 by movement type and waterway type, 1973 and 1974 APPENDIX 5 British waterways, commercial traffic (t-km), 285 by movement and type and waterway type, 1973 and 1974 Index 291 ILLUSTRATIONS Page Number 1 UK, water and rail networks, estimated lengths, 1760-1900 20 2 British waterways, estimated freight tonnages, 1913-1948 25 3 Great Britain, sketch map showing waterways nationalised by Transport Act, 1947 29 4 British Transport Commission, waterway freight tonnages, 1948-1962 34 5 British Transport Commission, waterway freight tonne-km, 1948-1962 35 6 Great Britain, freight tonne-km, by mode, 1948- 1962 36 7 Sketch map showing Rusholme Report groupings, 1954 40 8 British Transport Commission waterways, freight tonne-km, by commodity, 1948-1962 44 9 Manchester Ship Canal, sea-borne and barge freight tonnages 1948-1962 47 10 Bridgewater Canal, freight tonnages, 1948-1962 48 11 River Colne Navigation, dues income, 1948-1962 49 12 Dartford gi Crayford Navigation, freight tonnages, 1948-1962 51 13 Sketch map showing Bowes Report groupings, 1958 52 14 Sketch map showing 'Future of the Waterways' groupings, 1963 60 15 Sketch map showing 'Facts about the Waterways' groupings, 1965 61 16 British Waterways Board waterways, freight tonnages, 1963-1974 67 17 British Waterways Board waterways, freight tonne-km, by commodity, 1963-1974 68 Illustrations Page Number 18 Great Britain, freight tonne-km, by mode, 1963-1974 69 19 Manchester Ship Canal, seaborne, barge and sludge 70 tonnages, 1963-1974 20 Bridgewater Canal, freight tonnages, by commodity, 1963-1974 71 21 River Colne Navigation, dues income and freight tonnages, 1963-1974 73 22 Estimated Thames lighter traffic, 1963-1974 75 23 Dartford g.( Crayford Navigation, freight tonnages, by commodity, 1963-1974 77 24 Great Britain, sketch map showing commercial waterways in north-east Midlands, by owner, 1974 89 25 Great Britain, estimated mainland coastline freight tonnages, by commodity, 1948-1974. 99 26 (a) Great Britain, tonnage of coal used by gas-works, 1955- 1974 101 (b)North Thames and South Eastern Gas Boards, number of craft owned, 1955-1974. (c)North Thames and South Eastern Gas Boards, total tonnage of craft owned, 1955-1974 27 (a) Central Electricity Generating Board, number of craft 103 owned, 1955-1974 (b) Central Electricity Generating Board, average size of craft owned, 1955-1974 28 Great Britain, inland carrying craft in Humberside area, all types, by capacity, 1975 107 29 Great Britain, inland waterway carriers in Humberside area, by company fleet size, 1975 108 30 Europe, commercial inland waterway network, 1977 122 31 Great Britain, mainland ground above 100m above sea level. 156 32 Europe, freight transport demand factors, by country, 1974 162 33 Great Britain, coal fields and coal-fired power stations, 1976 166 Illustrations Page Number 34 Great Britain, pipelines for petroleum, petroleum products and chalk, 1975 168 35 Europe, cost of oil transport relative to haul length, by mode, 1967 169 36 Europe, cost of oil transport relative to consignment quantity, by mode, 1967 170 37 Diagrammatic waterway cross-sections 180 38 France, construction costs of locks of various sizes, 1969 188 39 France, total costs of locks of 185m x 12m, 1969 189 40 UK, age distribution of coastal craft, 1974/5 194 41 Great Britain, inland waterway craft transport output per unit fuel consumption versus size of cargo carried, 1975 198 42 Europe, estimated break-even point between road and inland waterway transport, 1972 201 43 Main-Danube Canal, elevation showing
Load more

Recommended publications
  • A Beginner's Guide to Boating on Inland Waterways
    Ti r A Beginner’s Guide To Boating On Inland Waterways Take to the water with British Waterways and the National Rivers Authority With well over 4,000 km (2,500 miles) of rivers and canals to explore, from the south west of England up to Scotland, our inland waterways offer plenty of variety for both the casual boater and the dedicated enthusiast. If you have ever experienced the pleasures of 'messing about on boats', you will know what a wealth of scenery and heritage inland waterways open up to us, and the unique perspective they provide. Boating is fun and easy. This pack is designed to help you get afloat if you are thinking about buying a boat. Amongst other useful information, it includes details of: Navigation Authorities British Waterways (BW) and the National Rivers Authority (NRA), which is to become part of the new Environment Agency for England and Wales on 1 April 1996, manage most of our navigable rivers and canals. We are responsible for maintaining the waterways and locks, providing services for boaters and we licence and manage boats. There are more than 20 smaller navigation authorities across the country. We have included information on some of these smaller organisations. Licences and Moorings We tell you everything you need to know from, how to apply for a licence to how to find a permanent mooring or simply a place for «* ^ V.’j provide some useful hints on buying a boat, includi r, ...V; 'r 1 builders, loans, insurance and the Boat Safety Sch:: EKVIRONMENT AGENCY Useful addresses A detailed list of useful organisations and contacts :: : n a t io n a l libra ry'& ■ suggested some books we think will help you get t information service Happy boating! s o u t h e r n r e g i o n Guildbourne House, Chatsworth Road, W orthing, West Sussex BN 11 1LD ENVIRONMENT AGENCY 1 Owning a Boat Buying a Boat With such a vast.range of boats available to suit every price range, .
    [Show full text]
  • Agricultural History Review Volume 19
    I VOLUME 19 1971 PART I Bronze Age Agriculture on the Marginal Lands of North-East Yorkshire ANDREW FLEMING The Management of the Crown Lands, I649-6o IAN GENTLES An Indian Governor in the Norfolk Marshland: Lord William Bentinck as Improver, 1809-27 JOHN ROSSELLI The Enclosure and Reclamation of the Mendip Hills, i77o-i87o MICHAEL WILLIAMS Agriculture and the Development of the Australian Economy during the Nineteenth Century: Review Article L. A. CLARKSON Ill .......... / THE AGRICULTURAL HISTORY REVIEW VOLUMEI 9PARTI • i97I CONTENTS Bronze Age Agriculture on the Marginal Lands of North-East Yorkshire Andrew Fleming page I The Management of the Crown Lands, i649-6o Ian Gentles 2 5 An Indian Governor in the Norfolk Marshland: Lord William Bentinck as Improver, 18o9-27 John Rosselli 4 2 The Enclosure and Reclamation of the Mendip Hills, i77o-i87o Michael Williams 65 List of Books and Articles on Agrarian History issued since June i969 David Hey 82 Agriculture and the Development of the Aus- tralian Economy during the Nineteenth Century: Review Article L. A. Clarkson 88 Reviews: Food in Antiquity, by Don and Patricia Brothwell M. L. Ryder 97 The Georgics of Virgil: A Critical Survey, by L. P. Wilkinson K. D. White 98 West-Country Historical Studies, by H. P. R. Finberg Eric John 99 English Rural Society x2oo-z35o , by J. Z. Titow Jean Birrell I o I The Ense~fmem of the Russian Peasan#y, by R. E. F. Smith Joan Thirsk lO2, A fIistory of the County of Dorset, ed. by R. B. Pugh H. P. R.
    [Show full text]
  • Britain's Transition from Rail to Road-Based Food Distribution, 1919-1975 Thomas James Spain MA
    ‘Food Miles’: Britain’s Transition from Rail to Road-based Food Distribution, 1919-1975 Thomas James Spain MA Doctor of Philosophy University of York Railway Studies September 2016 Abstract Britain’s railways were essential for the development of the British economy throughout the nineteenth century; however, by 1919 their seemingly unassailable position as goods carriers was about to be eroded by the lorry. The railway strike of September 1919 had presented traders with an opportunity to observe the capabilities of road haulage, but there is no study which focuses on the process of modal shift in goods distribution from the trader’s perspective. This thesis therefore marks an important departure from the existing literature by placing goods transport into its working context. The importance of food as an everyday essential commodity adds a further dimension to the status of goods transport within Britain’s supply chain, particularly when the fragility of food products means that minimising the impact of distance, time and spoilage before consumption is vital in ensuring effective and practical logistical solutions. These are considered in a series of four case studies on specific food commodities and retail distribution, which also hypothesise that the modal shift from rail to road reflected the changing character of transport demand between 1919 and 1975. Consequently, this thesis explores the notion that the centre of governance over the supply chain transferred between food producers, manufacturers, government and chain retailer, thereby driving changes in transport technology and practice. This thesis uses archival material to provide a qualitative study into the food industry’s relationship with transport where the case studies incorporate supply chain analyses to permit an exploration of how changes in structure might have influenced the modal shift from rail to road distribution.
    [Show full text]
  • (CEF) 2019 TRANSPORT MAP CALL Proposal for the Selection of Projects
    Connecting Europe Facility (CEF) 2019 TRANSPORT MAP CALL Proposal for the selection of projects July 2020 Innovation and Networks Executive Agency THE PROJECT DESCRIPTIONS IN THIS PUBLICATION ARE AS SUPPLIED BY APPLICANTS IN THE TENTEC PROPOSAL SUBMIS- SION SYSTEM. THE INNOVATION AND NETWORKS EXECUTIVE AGENCY CANNOT BE HELD RESPONSIBLE FOR ANY ISSUE ARISING FROM SAID DESCRIPTIONS. The Innovation and Networks Executive Agency is not liable for any consequence from the reuse of this publication. Brussels, Innovation and Networks Executive Agency (INEA), 2020 © European Union, 2020 Reuse is authorised provided the source is acknowledged. Distorting the original meaning or message of this document is not allowed. The reuse policy of European Commission documents is regulated by Decision 2011/833/EU (OJ L 330, 14.12.2011, p. 39). For any use or reproduction of photos and other material that is not under the copyright of the European Union, permission must be sought directly from the copyright holders. PDF ISBN 978-92-9208-086-0 doi:10.2840/16208 EF-02-20-472-EN-N Page 2 / 168 Table of Contents Commonly used abbreviations ......................................................................................................................................................................................................................... 7 Introduction ................................................................................................................................................................................................................................................................
    [Show full text]
  • The Commercial & Technical Evolution of the Ferry
    THE COMMERCIAL & TECHNICAL EVOLUTION OF THE FERRY INDUSTRY 1948-1987 By William (Bill) Moses M.B.E. A thesis presented to the University of Greenwich in fulfilment of the thesis requirement for the degree of Doctor of Philosophy October 2010 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised another’s work”. ……………………………………………. William Trevor Moses Date: ………………………………. ……………………………………………… Professor Sarah Palmer Date: ………………………………. ……………………………………………… Professor Alastair Couper Date:……………………………. ii Acknowledgements There are a number of individuals that I am indebted to for their support and encouragement, but before mentioning some by name I would like to acknowledge and indeed dedicate this thesis to my late Mother and Father. Coming from a seafaring tradition it was perhaps no wonder that I would follow but not without hardship on the part of my parents as they struggled to raise the necessary funds for my books and officer cadet uniform. Their confidence and encouragement has since allowed me to achieve a great deal and I am only saddened by the fact that they are not here to share this latest and arguably most prestigious attainment. It is also appropriate to mention the ferry industry, made up on an intrepid band of individuals that I have been proud and privileged to work alongside for as many decades as covered by this thesis.
    [Show full text]
  • FORTH, CLYDE and UNION CANALS Notes on Multi-Use Access
    FORTH, CLYDE AND UNION CANALS Notes on multi-use access The Forth and Clyde Canal stretches 35 miles between Bowling, on the Clyde west of Glasgow, and the Forth estuary east of Falkirk, linking directly via the Union Canal to Edinburgh. Walkers and cyclists may now be a more common sight than the horses for whom the towpaths were originally created, and riding a horse alongside the canal may not be everyone’s cup of tea, but under the Land Reform (Scotland) Act, horse-riders enjoy equal access rights to other non-motorised access takers. Most of the former barriers along the towpath have been removed or modified to allow multi-use access, although there are a few places where the passable width is very narrow, or where steps have been installed to divert around obstructions in the line of the towpath may not be passable with a horse. These notes have been produced by British Horse Society Scotland to help identify location and brief details of features which may influence multi-use of the Forth and Clyde and Union Canals. The notes are intended to supplement information already available from other sources, including detailed route guides, http://www.scottishcanals.co.uk/our-canals/forth-- clyde-canal and other relevant websites. The background information for these notes was provided by volunteers who surveyed the route in 2014 as part of a multi-use long distance route audit funded by Scottish Natural Heritage. BHS will endeavour to update notes as and when notification of subsequent changes is received, but cannot guarantee accessibility or the accuracy of information provided.
    [Show full text]
  • Annual Report and Accounts 2005-06
    CONTACT DETAILS WATERWAYS BRITISH Head Office Customer Service Centre Willow Grange, Church Road, Willow Grange, Church Road, Watford WD17 4QA Watford WD17 4QA T 01923 226422 T 01923 201120 ANNUAL REPORT & F 01923 201400 F 01923 201300 PUBLIC BENEFITS [email protected] FROM HISTORIC WATERWAYS BW Scotland Northern Waterways Southern Waterways British Waterways ACCOUNTS 2005/06 Canal House, Willow Grange ANNUAL REPORT & ACCOUNTS 2005/06 Applecross Street, North West Waterways Central Shires Waterways Church Road Glasgow G4 9SP Waterside House, Waterside Drive, Peel’s Wharf, Lichfield Street, Watford T 0141 332 6936 Wigan WN3 5AZ Fazeley, Tamworth B78 3QZ WD17 4QA F 0141 331 1688 T 01942 405700 T 01827 252000 enquiries.scotland@ F 01942 405710 F 01827 288071 britishwaterways.co.uk enquiries.northwest@ enquiries.centralshires@ T +44 1923 201120 britishwaterways.co.uk britishwaterways.co.uk F +44 1923 201300 BW London E [email protected] 1 Sheldon Square, Yorkshire Waterways South West Waterways www.britishwaterways.co.uk Paddington Central, Fearns Wharf, Neptune Street, Harbour House, West Quay, www.waterscape.com, your online guide London W2 6TT Leeds LS9 8PB The Docks, Gloucester GL1 2LG to Britain’s canals, rivers and lakes. T 020 7985 7200 T 0113 281 6800 T 01452 318000 F 020 7985 7201 F 0113 281 6886 F 01452 318076 ISBN 0 903218 28 3 enquiries.london@ enquiries.yorkshire@ enquiries.southwest@ Designed by 55 Design Ltd britishwaterways.co.uk britishwaterways.co.uk britishwaterways.co.uk Printed by Taylor
    [Show full text]
  • East Wisbech Broad Concept Plan Landscape, Ecology and Arboricultural Evidence October 2017 Contents 2
    East Wisbech Broad Concept Plan Landscape, ecology and arboricultural evidence October 2017 Contents 2 1 Introduction 1.1 Study scope 4 1.2 Report structure 4 Baseline surveys 2 Landscape & visual appraisal 2.1 Landscape context 6 2.2 Structure for the appraisal 6 2.3 Landscape character sensitivity 9 2.4 Visual sensitivity 16 2.5 Landscape value 16 3 Ecological surveys 3.1 Desk survey 18 3.2 Extended phase 1 habitat survey 18 3.3 Hedgerow survey 21 3.4 Protected species assessment 21 3.5 Summary - ecological surveys 21 4 Arboricultural survey 23 4.1 Desk survey 23 4.2 Tree survey 23 4.3 Summary - arboricultural survey 25 Development principles 5 Green infrastructure framework 29 5.1 Principles to guide development 29 5.2 Indicative green infrastructure framework 30 5.3 Green infrastructure strategy 33 Annex A - Viewpoint analysis Technical appendices (separate reports) Preliminary Ecological Appraisal Report - the Ecology Consultancy Arboricultural Survey - the Ecology Consultancy ‘East Wisbech will provide a new high quality urban extension with a focus on sustainable transport connectivity with the town centre and principal local education, employment and retail centres which promotes a distinctive local identity, sense of place and social cohesion for the new community (and its neighbouring ones of Walsoken and to the immediate west) and promotes health, well- being and quality of life’. Vision for East Wisbech, Dec 2016 (extract) 1 Introduction 4 1.1 Study scope • Section 3 - ecological surveys: a preliminary ecological appraisal of the site, incorporating a This report is one of a suite of technical studies which desk review, hedgerow survey, a protected species are being prepared to support the development of a risk assessment and a field survey, which together high level masterplan (known as a Broad Concept provide an extended phase one habitat survey of the Plan) for the East Wisbech urban extension.
    [Show full text]
  • PART 3 Scale 1: Publication Edition Scale 1: Publication Edition Scale 1: Publication Edition 44 W Nose of Howth to Ballyquintin Point 100,000 Oct
    Natural Date of New Natural Date of New Natural Date of New Chart No. Title of Chart or Plan Chart No. Title of Chart or Plan Chart No. Title of Chart or Plan PART 3 Scale 1: Publication Edition Scale 1: Publication Edition Scale 1: Publication Edition 44 w Nose of Howth to Ballyquintin Point 100,000 Oct. 1978 Feb. 2001 1468w Arklow to the Skerries Islands 100,000 Aug. 1978 June 1999 1977w Holyhead to Great Ormes Head 75,000 Feb. 1977 Oct. 2001 105 w Cromer Knoll and the Outer Banks 75,000 Apr. 1974 Jan. 2010 1484w Plans in Cardigan Bay - Mar. 1985 Jan. 2002 1978w Great Ormes Head to Liverpool 75,000 Jan. 1977 May 2009 106 w Cromer to Smiths Knoll 75,000 Oct. 1974 Sept. 2010 A Aberystwyth 18,000 1981w Liverpool to Fleetwood including Approaches to Preston 75,000 Feb. 1977 May 2009 107 w Approaches to the River Humber 75,000 July 1975 May 2009 B Aberdovey 25,000 Preston Riversway Docklands 10,000 108 w Approaches to the Wash 75,000 June 1975 Apr. 2011 C Barmouth 25,000 2010wI Morecambe Bay and Approaches 50,000 Feb. 1988 July 2006 Wells-Next-The-Sea 30,000 D Fishguard Bay 15,000 2011w Holyhead Harbour 6,250 May 1975 Aug. 2005 109 wI River Humber and the Rivers Ouse and Trent 50,000 Dec. 1990 May 2009 E New Quay 12,500 2013w Saint Bees Head to Silloth 50,000 Feb. 1987 July 2010 A Humber Bridge to Whitton Ness 50,000 F Aberaeron 18,000 A Silloth Docks and Approaches 10,000 B3 B Whitton Ness to Goole and Keadby 50,000 G Newport Bay 37,500 B Maryport Harbour 10,000 C Keadby to Gainsborough 100,000 H Approaches to Cardigan 37,500 C Workington Harbour 7,500 D Goole 5,000 J Aberporth 30,000 D Harrington Harbour 10,000 111 w Berwick-upon-Tweed to the Farne Islands 35,000 July 1975 July 2009 1503wI Outer Dowsing to Smiths Knoll including Indefatigable Banks 150,000 Mar.
    [Show full text]
  • The Sankey Navigation
    SANKEY NAVIGATION THE FIRST LANCASHIRE CANAL BY T. C. BARKER, M.A. Read 16 December 1948 > HEN Arthur Young visited the north of England in w 1771 he went " to Manchester with design not only to view the manufactures of that town but to make it my headquarters from thence to go the tour of his Grace the Duke of Bridgewater's navigation about which such wonders are abroad." 11 ' In the account of his tour in the north Young devoted forty- six pages, complete with maps and diagrams, to a description of these wonders: the twelve sets of " canal doors ", the underground tunnel deep into the hillside at Worsley and the aqueduct over the Irwell at Barton were all greeted with excited enthusiasm. Young's description, Smiles's appealing character sketch of James Brindley 12 ', and the reputation which the Bridge- water Canal gained by its magnificence, have together caused some historians, following Young's example, (3) to concentrate their attention upon the Worsley-to-Manchester Canal at the expense of the Sankey Navigation. Professor Mantoux, for instance, wrote that the Worsley Navigation was "the first real canal in England " (4), a belief which has received further wide publicity from Dr. Trevelyan ^ Arthur Young, A Six Months' Tour Through the North of England (London, 2nd edn., 1821), Vol. Ill, p. 187. 121 S. Smiles, Lives of the Engineers (London 1861), Vol. I, pp. 307-476. 13 'A few days before his visit to Manchester, Young had gone from Warrington to Liverpool on which journey he must have crossed the Sankey Navigation.
    [Show full text]
  • British Waterways Board General Canal Bye-Laws
    BRITISH WATERWAYS BOARD GENERAL CANAL BYE-LAWS 1965 BRITISH WATERWAYS BOARD BYE-LAWS ____________________ for regulation of the canals belonging to or under the control of the British Waterways Board (other than the canals specified in Bye-law 1) made pursuant to the powers of the British Transport Commission Act, 1954. (N.B. – The sub-headings and marginal notes do not form part of these Bye-laws). Application of Bye-laws Application of 1. These Bye-laws shall apply to every canal or inland navigation in Bye-Laws England and Wales belonging to or under the control of the British Waterways Board except the following canals: - (a) The Lee and Stort Navigation (b) the Gloucester and Sharpness Canal (c) the River Severn Navigation which are more particularly defined in the Schedule hereto. Provided that where the provisions of any of these Bye-laws are limited by such Bye-law to any particular canal or locality then such Bye-law shall apply only to such canal or locality to which it is so limited. These Bye-laws shall come into operation at the expiration of twenty-eight days after their confirmation by the Minister of Transport as from which date all existing Bye-laws applicable to the canals and inland navigations to which these Bye-laws apply (other than those made under the Explosives Act 1875, and the Petroleum (Consolidation) Act 1928) shall cease to have effect, without prejudice to the validity of anything done thereunder or to any liability incurred in respect of any act or omission before the date of coming into operation of these Bye-laws.
    [Show full text]
  • Cabin Furnishings on Canal Barges of North Western England
    CABIN FURNISHINGS ON CANAL BARGES OF NORTH WESTERN ENGLAND M. K. Stammers Christopher Gilbert’s English Vernacular Furniture (195)1) was the first publication to make serious study of furniture in moveable living accommodation including gypsy caravans and canal narrow boats.1 Both forms enjoyed colourful exuberant forms of decoration, with distinctive local variations, and both have been individually docu­ mented.2 A more modest tradition of furnishing and decoration thrived on the barges plying the canals, rivers and estuaries of the north west of England from at least 1770 through until the early ic>6os when the last vessels were launched. Water transport either by river or later by artificial waterway was a vital ingredient in the expansion of the British economy in the eighteenth and early nineteenth centuries. Bulk raw materials and energy supplies (especially coal) could be moved more easily and cheaply by water than by road. As many of the cargo trips lasted more than a day, cabin accommodation was needed for the crew. They might have been only the skipper and a mate or, alternatively, a family with the skipper’s wife acting as mate. There was a distinctive north western type of wooden barge known as a ‘flat’ or ‘wide boat’. Unlike the better known narrow canal boats they were built to a width of about fourteen feet, with an overall length of up to seventy feet (but with sixty three feet as standard for some waterways because of the length of the locks) and a depth that varied according to the routes they plied.
    [Show full text]