Development of the Canal Lock
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Canals Geography Primary Focus
B B C Northern Ireland Learning Primary Focus Teacher's Notes KS 2 Programme 9: Canals Geography ABOUT THE UNIT In this geography unit of four programmes, we cover our local linen and textiles industries, Northern Ireland canals and water management. The unit has cross curricular links with science. BROADCAST DATES BBC2 12.10-12.30PM Programme Title Broadcast Date 7 Geography - Textile Industry 10 March 2003 8 Geography - Linen 17 March 2003 9 Geography - Canals 24 March 2003 10 Geography - Water 31 March 2003 PROGRAMME - CANALS LEARNING OUTCOMES By the end of the programme pupils should be able to • describe the development of our inland waterways • identify why canals fell into disuse • describe why canals are being restored • describe modern-day uses of canals ABOUT THE PROGRAMME Jamie Darling goes out and about in the Ulster countryside to discover our forgotten canals. The story begins in the old Tyrone coalfi elds and Jamie traces the development of our inland waterway system, which was designed to carry local coal to Dublin and Belfast. Some Key Stage 2 pupils show Jamie around the Newry Inland Canal and Ship Canal. We learn about the heyday of the canals and some of the problems that beset them. We learn how the advent of the railways sounded the death-knell of our canals as viable commercial routes. Jamie explores the remains of the old Lagan and Coalisland Canals and fi nds that a section of the Lagan Canal between Sprucefi eld and Moira now lies under the M1 Motorway. We see work in progress at the Island site in Lisburn where an old canal lock is being restored. -
Barge 1 Lagan Waterway and History
LAGAN WATERWAY HISTORY Navigable waterways Prior to the advent of canals and railways in the 1700s and 1800s, packhorses and horses and carts or packhorse were the main means of moving stuff. Although Ireland has had a good road network since the 1600s, such roads were poorly surfaced and not always well maintained. The loads transported were thus limited by the hauling power of the horses and condition of the roads. Bulky, low-value goods such as coal, building materials and grain were particularly expensive to transport. Railways solved this problem, but only after the development of reliable steam locomotives in the mid-1800s. Before then, rivers were the cheapest way of moving large heavy loads where speed was not essential. Except for their tidal sections however, most rivers were not navigable for any great distance and the size of boats, and thus of the loads carried, was invariably limited by obstructions such as shallows, rapids and weirs. Navigations and canals Navigable waterways are of two types – navigations and canals. Navigations are existing natural watercourses whose navigability has been improved, whereas canals are entirely artificial channels excavated by hand and/or machine. The pros and cons of each type of waterway are as follows: For Against Navigations No major civil engineering works Prone to strong currents in winter and required so relatively cheap. lack of water in summer, both of which may make navigation temporarily impossible. [This was certainly the case on the Lagan] Summer water shortages are potentially exacerbated by demands of mill owners with prior rights to abstract water from the river. -
Flow Rate Equation for Suppressed and Submerged Sluice Gates ITRC Report No
Flow Rate Equation for Suppressed and Submerged Sluice Gates www.itrc.org/reports/sluicegate.htm ITRC Report No. R 20-001 Flow Rate Equation for Suppressed and Submerged Sluice Gates Prepared by Charles M. Burt Albert J. Clemmens Kyle Feist May 2020 IRRIGATION TRAINING & RESEARCH CENTER California Polytechnic State University San Luis Obispo, CA 93407-0730 Office Phone: (805) 756-2434 FAX: (805) 756-2433 www.itrc.org Reference to any specific process, product or service by manufacturer, trade name, trademark or otherwise does not necessarily imply endorsement or recommendation of use by either California Polytechnic State University, the Irrigation Training & Research Center, or any other party mentioned in this document. No party makes any warranty, express or implied and assumes no legal liability or responsibility for the accuracy or completeness of any apparatus, product, process or data described. This report was prepared by ITRC as an account of work done to date. All designs and cost estimates are subject to final confirmation. Flow Rate Equation for Suppressed and Submerged Sluice Gates www.itrc.org/reports/sluicegate.htm ITRC Report No. R 20-001 Acknowledgements This work was funded by the California Dept. of Water Resources (Agreement No. 4600011908) and the USBR Mid-Pacific Region. Notation The following symbols are used in this report: a = relative gate opening; B = horizontal dimension of the rectangular sluice gate opening; Cc = a dimensionless contraction coefficient equaling the ratio of the area of the vena contracta -
Integrating Policies for Ireland's Inland Waterways
T HE H ERITAGE C OUNCIL Proposing Policies and Priorities for the National Heritage I NTEGRATING P OLICIES FOR I RELAND’ S I NLAND W ATERWAYS August 2005 © An Chomhairle Oidhreachta /The Heritage Council 2005 All rights reserved. Published by the Heritage Council Designed and Produced by B. Magee Design Photographs courtesy of Ruth Delany Heritage Boat Association Heritage Council Irish Image Collection ISSN 1393 – 6808 The Heritage Council of Ireland Series ISBN 1 901137 77 5 75 CONTENTS FOREWORD . 6 ABBREVIATIONS . 7 EXECUTIVE SUMMARY . 8 SUMMARY OF RECOMMENDATIONS . 9 1 INTRODUCTION . 12 2 INLAND WATERWAYS HERITAGE – DEFINITION AND IMPORTANCE . 14 3 OVERALL AIM . 14 4 BACKGROUND . 15 5 MANAGEMENT OF THE WATERWAYS RESOURCE . 16 6 FUNDING . .18 7 THE CORRIDOR STUDY CONCEPT- DEVELOPMENT CONTROL AND OPPORTUNITIES . 19 8 HERITAGE – CONSERVATION, ENHANCEMENT AND ENJOYMENT . 21 9 USER MANAGEMENT . 27 10 PROMOTION AND MARKETING . 29 11 EXPANSION OF THE WATERWAYS SYSTEM . 30 12 COMPLETION OF WORKS IN PROGRESS . 31 13 FURTHER WORKS . 34 14 LONG-TERM WORKS WITH NATURAL HERITAGE IMPLICATIONS . 39 15 DERELICT WATERWAYS AS IMPORTANT HERITAGE SITES . 41 BAINISTIOCHT AR OIDHREACHT UISCEBHEALAÍ INTÍRE ÉIREANN . 45 The inland waterways and their corridors should be managed in an integrated broad-based way, conserving their built and archaeological heritage features, and protecting their landscape and biodiversity. Recognising that the inland waterways are a unique part of our heritage, but which today “are fulfilling a new role not envisaged for them originally, we aim to enhance the enjoyment and appreciation of them as living heritage both for this generation and for future generations. -
History of the Manchester Ship Canal, from Its Inception to Its Completion
HISTORY OF THE MANCHESTER SHIP CANAL SIR BOSDIN LEECH to of tbe of Toronto lo. C . -CT : HISTORY OF THE MANCHESTER SHIP CANAL " Floreat Semper Mancunium DANIEL ADAMSON, FIRST CHAIRMAN OF THE MANCHESTER SHIP CANAL COMPANY. Elliott & Fry. Frontispiece. HISTORY OF THE MANCHESTER SHIP CANAL FROM ITS INCEPTION TO ITS COMPLETION WITH PERSONAL REMINISCENCES BY SIR BOSDIN LEECH NUMEROUS PLANS, PORTRAITS AND ILLUSTRATIONS IN TWO VOLUMES VOL I. 1*1 a s MANCHESTER AND LONDON: SHERRATT & HUGHES 1907 THE ABERDEEN UNIVERSITY PRESS LIMITED THESE VOLUMES ARE DEDICATED TO THE LORD MAYOR AND CORPORATION OF THE CITY OF MANCHESTER IN COMMEMORATION OF THE PUBLIC SPIRIT DISPLAYED BY THAT CITY IN COMING TO THE ASSISTANCE OF THE MANCHESTER SHIP CANAL AT A CRITICAL STATE OF ITS AFFAIRS, AND IN THE HOPE THAT THEIR EXAMPLE MAY STIMULATE FUTURE GENERATIONS TO SIMILAR LOCAL PATRIOTISM PREFACE. early struggles and ultimate triumph of the Manchester Ship Canal consti- THEtute a subject of absorbing interest. In the history of Manchester, and indeed of South Lancashire as a whole, no other event or enterprise can compare with it in its far-reaching effects. The story, too, in many respects contains all the elements of a romance. It is the relation of a desperate and almost hopeless fight against opposi- tion of the most powerful and uncompromising character, and it is meet that the names and qualities of the men engaged in the strife, and the nature of the difficulties which they encountered and overcame, should find a permanent record. To rescue both individuals and incidents from oblivion, and to give a connected narrative of the course of events from the conception to the completion of the canal, is the object of the present work. -
C. Rynne Waterpower and Sustainable Energy in 19 Th -Century 147 Europe and the USA
european journal of ppostclascsicalarchaaeologies volume 10/2020 SAP Società Archeologica s.r.l. Mantova 2020 pca EDITORS EDITORIAL BOARD Gian Pietro Brogiolo (chief editor) Paul Arthur (Università del Salento) Alexandra Chavarría (executive editor) Margarita Díaz-Andreu (ICREA - Universitat de Barcelona) José M. Martín Civantos (Universidad de Granada) ADVISORY BOARD Girolamo Fiorentino (Università del Salento) Martin Carver (University of York) Caterina Giostra (Università Cattolica del Sacro Cuore di Milano) Matthew H. Johnson (Northwestern University of Chicago) Susanne Hakenbeck (University of Cambridge) Giuliano Volpe (Università degli Studi di Foggia) Vasco La Salvia (Università degli Studi G. D’Annunzio di Chieti e Pescara) Marco Valenti (Università degli Studi di Siena) Bastien Lefebvre (Université Toulouse - Jean Jaurès) Alberto León (Universidad de Córdoba) ASSISTANT EDITOR Tamara Lewit (University of Melbourne) Federico Marazzi (Università degli Studi Suor Orsola Benincasa di Napoli) Francesca Benetti Dieter Quast (Römisch-Germanisches Zentralmuseum Mainz) Andrew Reynolds (University College London) Mauro Rottoli (Laboratorio di archeobiologia dei Musei Civici di Como) Colin Rynne (University College Cork) Post-Classical Archaeologies (PCA) is an independent, international, peer-reviewed journal devoted to the communication of post-classical research. PCA publishes a variety of manuscript types, including original research, discussions and review ar - ticles. Topics of interest include all subjects that relate to the science and practice of archaeology, particularly multidiscipli - nary research which use specialist methodologies, such as zooarchaeology, paleobotany, archaeometallurgy, archaeome - try, spatial analysis, as well as other experimental methodologies applied to the archaeology of post-classical Europe. Submission of a manuscript implies that the work has not been published before, that it is not under consideration for publication elsewhere and that it has been approved by all co-authors. -
CLAVERTON PUMPING STATION David Rivers
BIAS JOURNAL No 6 1973 Page No. 13 BIAS JOURNAL No 6 1973 CLAVERTON PUMPING STATION David Rivers History The waterwheel-powered water-pumping station at being adopted for the replacement segments manu- Claverton, near Bath, is an important industrial monu- factured by the G.W.R. The original type of junction ment not only because it is now a unique example of can be seen on the two old segments. During the this application for a waterwheel, but it is also period when shut down for this repair, the main shaft an essential feature in the operation of the Kennet and journals on the water wheel were machined and new Avon Canal in the Limpley Stoke valley. brasses fitted. The eastern journal was supported on pads and the shaft turned using water power. The pumping station was built between 1809 and 1813 to supply water to the Nine Mile Pound which extends Following this, the pumping station gave its regular from the top of the Widcombe flight of seven locks in service, operating for 24 hours per day through 9 Bath to the next lock at Bradford on Avon. The canal months of the year; until in 1952, due to lack of has been hampered ever since its construction by leak- maintenance about 50 of the wooden gear teeth were age on the short section from Limpley Stoke road sheared off the pit wheel. These wooden teeth were bridge to Avoncliffe aqueduct, and the flow from higher almost certainly those fitted when the new rim was up the canal was not considered adequate to compen- fitted and had thus given over 20 years service. -
The World Has Become Smaller: Transport Through the Ages in Newry
The world has become smaller: transport through the ages in Newry and Mourne Motorised charabancs were a popular form of transport for outings in the Front cover: Sketch of Barkston Lodge in the townland of Carnmeen, 1910s and 1920s. This image shows such an outing in south Down c.1920. produced by Foster and Company of Dublin. Horses were the main mode Courtesy of Cathy Brooks of transport before the introduction of motorised vehicles in the early 20th century. Newry and Mourne Museum Collection Introduction This exhibition and accompanying booklet looks at aspects of transport in the Newry and Mourne area over the centuries. It begins by examining the importance of water transport in the Mesolithic period and how transport by land became more important in later prehistoric times. The influence of the establishment of churches and monasteries in the Early Christian period, and of political developments in the Middle Ages on the Bessbrook tram at Millvale crossroads in April 1940. formation of the road network is highlighted. The Photograph by W.A. Camwell from The Bessbrook and Newry Tramway (The Oakwood Press, 1979). exhibition also reveals how routeways established during these periods continue in use today. Travel by sea is seen as underpinning the growth of Newry as a wealthy mercantile centre in the 18th and 19th centuries. The impact of the arrival of the railways in the area in the mid 19th century, especially with regard to the emergence of Warrenpoint and Rostrevor as holiday destinations is stressed. The exhibition also explores how the introduction of motorised vehicles in the 20th century revolutionised transport for everyone. -
The Grand Canal
ENVIROKIDS WORKSHOPS OUR CANAL SYSTEMS Our Canal systems – Ireland once had a canal network of 25 canals and combining the rivers that connected these canals, nearly every part of Ireland could be reached. Today in Ireland we have 7active canals and 18 that are not in use. Canals were built to transport goods in bulk from one part of the country to another. The construction of the first canal started in 1731 in co Tyrone in the north of Ireland. In this part of Co Tyrone there was a huge coal mine called Coalisland, so to transport coal to Dublin by using the road system, a horse and cart could only carry 1 ton but the same horse could pull a Barge full of coal weighing 70 tonnes. The Newry canal was finished in 1742 and was 18 miles long, and with 14 loughs climbing through a mountain, this was a huge engineering task for the time. This new canal proved to be a huge success and opened the door for the construction of more canals throughout the country. In this issue we will take a look at 2 canals in particular, the Grand and the Royal canal and their construction, that changed Ireland and helped one company to expand. We will also look at the canals today and what has happened to some of them, we will look at the Lough systems, and why canals are so important to our wildlife and the people that use them. 1 B Barge A Working Barge Horse drawn Barge The Grand Canal After the success of the Newry canal system the Irish government were looking to link Dublin with the River Shannon to open what is called a trade route. -
The Prevention of Sewage Pollution from Cabin Cruisers in the River
The Prevention of Sewage Pollution from Cabin Cruisers in the River Shannon Basin By Chris McCormack, B. Sc. This project is submitted in part fulfilment of the HETAC requirements of the award of Master of Science in Environmental Protection at Institute of Technology, Sligo June 2008 Academic Supervisor: Dr Billy Fitzgerald Declaration of Authenticity I declare that the work presented in this document for assessment on the programme of study leading to the award of M.Sc. in Environmental Protection is entirely my own work and that all sources have been acknowledged. Signed: , Chris McCormackMcCorma Date: Abstract This study evaluates the current procedures adopted regarding the prevention of pollution from Cabin Cruisers on the River Shannon, specifically on the navigable inland (freshwater) waterway, from Ballyconnell, Co. Cavan to Killaloe, Co. Clare. Preventative methods include the sensitive adoption of legislation and codes of practice, the creation of environmental awareness and the use of appropriate technology. The research methods include a review of relevant literature, consultation with stakeholders, collection of empirical data and statistical analysis to reveal non-biased points of consensus. The evaluation of legislation reveals it to be layered, but quite complete. The correlation of redundant and emergent legislation could be the most effective tool for future prevention of pollution from Cabin Cruisers in the Shannon River Basin. The involvement of the EPA regarding the creation of a Code of Practice, scrutiny of inspectory practice and policy concerning infrastructure all require urgent action. A cknowledgements: I would like to express special gratitude to Dr. Billy Fitzgerald, my academic supervisor, for shared knowledge and kindness. -
The Historical Character of English Canals and Its Conservation
The Historical Character of English Canals and Its Conservation The Historical Character of English Canals and Its Conservation Mike Clarke Alphen aan de Rijn December 2010 1700 1800 Lancaster Ripon Lancaster Ripon York York Leeds Leeds Hull Hull Blackburn Blackburn Liverpool Manchester Liverpool Manchester Sheffield Lincoln Sheffield Lincoln Chester Chester Llangollen Llangollen Stoke Stoke Derby Nottingham Derby Nottingham Birmingham Leicester Birmingham Leicester Montgomery Montgomery Northampton Northampton Stratford Stratford Brecon Brecon Oxford Oxford Gloucester Gloucester Bristol Bristol London London Broad Canals Broad Canals Narrow Canals 60 Kilometres Narrow Canals 60 Kilometres The Increase in English waterways:1700 to 1800 The Historical Character of English Canals and Its Conservation Mike Clarke Simply conserving large historic canal structures in isolation is not the best way to retain the historic character of a waterway. All aspects of a canal’s operation and history should be researched, to provide a guide to the particular character of that canal, and this can then be used to help waterway staff and developers with conservation. Emphasis should be placed on the smaller details of the canal’s working life which still survive. Although often not recognised by the public, it is these which give the real historic feeling to a canal location, and provide the best way to interpret historical aspects of the waterway. Prior to 1700, most English waterways were concerned with supplying London with food. However, by 1800, many new canals had been built to serve growing industrial areas, particularly in the north of England. All were individual concerns, funded by local people to solve local transport needs, and were not seen as part of a national system. -
Scouring Downstream of Sluice Gate
Conference Paper, Published Version Lim, Siow-Yong; Yu, Guoliang Scouring Downstream of Sluice Gate Verfügbar unter/Available at: https://hdl.handle.net/20.500.11970/100350 Vorgeschlagene Zitierweise/Suggested citation: Lim, Siow-Yong; Yu, Guoliang (2002): Scouring Downstream of Sluice Gate. In: Chen, Hamn- Ching; Briaud, Jean-Louis (Hg.): First International Conference on Scour of Foundations. November 17-20, 2002, College Station, USA. College Station, Texas: Texas Transportation Inst., Publications Dept.. S. 395-409. Standardnutzungsbedingungen/Terms of Use: Die Dokumente in HENRY stehen unter der Creative Commons Lizenz CC BY 4.0, sofern keine abweichenden Nutzungsbedingungen getroffen wurden. Damit ist sowohl die kommerzielle Nutzung als auch das Teilen, die Weiterbearbeitung und Speicherung erlaubt. Das Verwenden und das Bearbeiten stehen unter der Bedingung der Namensnennung. Im Einzelfall kann eine restriktivere Lizenz gelten; dann gelten abweichend von den obigen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Documents in HENRY are made available under the Creative Commons License CC BY 4.0, if no other license is applicable. Under CC BY 4.0 commercial use and sharing, remixing, transforming, and building upon the material of the work is permitted. In some cases a different, more restrictive license may apply; if applicable the terms of the restrictive license will be binding. First International Conference on Scour of Foundations, ICSF-1 Texas A&M University, College Station, Texas, USA November 17-20, 2002 SCOURING DOWNSTREAM OF SLUICE GATE Scouring Downstream of Sluice Gate By Siow-Yong Lim1 and Guoliang Yu2 ABSTRACT This paper presents the results of an extensive experimental study on local scour caused by high velocity jets issuing from submerged sluice gates or 2-D jet outlets.